There’s no simpler way to compare one car’s performance to another than with a head-to-head quarter-mile race. And in this edition of Autocar India’s quarter-mile racing series, we’ve saved the best for last – Porsche 911 GTS T-hybrid vs MG Cyberster. On one side we have the most definitive and quintessential sports car in the form of the 911, while on the other side, the electric Cyberster represents the cutting-edge future. Let’s find out which one is quicker down the drag strip.
Porsche 911 GTS vs MG Cyberster: Powertrain and specs
Model
Porsche 911 GTS
MG Cyberster
Powertrain
3,951cc flat-six petrol + electric motor
77kWh battery, dual electric motors
Drive layout
All-wheel drive
All-wheel drive
Power
541hp
510hp
Torque
610Nm
725Nm
Gearbox
8-speed DCT
1-speed
Weight
1,645kg
1,985kg
The 911 and the Cyberster couldn’t be more different on the powertrain front. The Porsche uses a 3.6-litre flat-six turbo-petrol engine that’s coupled to an electric motor for a combined output of 541hp and 610Nm of torque. The MG, meanwhile, is powered by a 77kWh battery pack and two electric motors (one on each axle) for a total output of 510hp and 725Nm of torque.
The MG is slightly down on power but has considerably higher torque than the Porsche. And while both get all-wheel drive to help with traction, the 911 has a 340kg weight advantage over the Cyberster.
Porsche 911 GTS vs MG Cyberster: Drag race
Model
Porsche 911 GTS
MG Cyberster
Round 1
10.93 seconds
11.63 seconds
Round 2
10.86 seconds
11.54 seconds
In race 1, both the 911 and Cyberster get off the line ferociously, but once the Porsche gets into its stride, it’s hard to catch. With the Cyberster seemingly maxing out at 170kph, the 911 keeps widening the gap till the end.
In race 2, the MG gets off the line better and even manages to pull an early lead. However, the Porsche manages to quickly reel it in and then breezes past it. Both cars improve on their race 1 times, and by the time they reach the finish line, the 911 has set the fastest-ever time at our drag races. The Porsche wins both races by around seven tenths, which is hugely impressive.
But just to put things into perspective, the Porsche costs Rs 2.82 crore, while the MG is priced at Rs 82.49 lakh (ex-showroom) – less than a third of the Porsche. While that’s some serious bang for your buck, the good old combustion power still seems to have the edge in performance.
Autocar India’s testing standards
Before we conduct our performance tests, we check and maintain tyre pressures based on the manufacturer’s recommendations and ensure the car has a full tank of fuel. The car is then tested in a controlled environment, and the data is collected via highly accurate GPS-based timing equipment.
Honda Motorcycle & Scooter India (HMSI) ने ADV160 और Rebel 300 की कीमतों का ऐलान कर दिया है। Honda ADV160 की कीमत 1.70 लाख रुपये (एक्स-शोरूम, बेंगलुरु) रखी गई है। इसे Honda के RedWing और BigWing डीलरशिप नेटवर्क के जरिए बेचा जाएगा। वहीं, Rebel 300 को दो वेरिएंट में पेश किया गया है। इसके स्टैंडर्ड वेरिएंट की कीमत 2.22 लाख रुपये और E-Clutch वेरिएंट की कीमत 2.62 लाख रुपये है। दोनों कीमतें बेंगलुरु की एक्स-शोरूम कीमतें हैं।
बता दें कि इन दोनों मॉडलों की लॉन्चिंग के साथ Honda ने भारत में अपने प्रीमियम मोटरसाइकिल पोर्टफोलियो को और मजबूत किया है।
Honda ADV160 और Rebel 300 की बुकिंग शुरू
Honda ADV160 और Rebel 300 दोनों की बुकिंग शुरू हो गई है। ग्राहक 5,000 रुपये देकर इन दोनों मॉडलों को बुक कर सकते हैं। बुकिंग HMSI की वेबसाइट और कंपनी की अधिकृत RedWing और BigWing डीलरशिप पर की जा सकती है। बता दें कि इन दोनों मॉडलों की डिलीवरी अक्टूबर 2026 के मध्य से शुरू होगी। वहीं, इनकी लॉन्चिंग के साथ Honda ने भारत में अपने 10 नए प्रोडक्ट लॉन्च करने की रणनीति की शुरुआत भी कर दी है।
कंपनी का लक्ष्य देश के अलग-अलग प्रीमियम मोटरसाइकिल सेगमेंट में अपनी पकड़ मजबूत करना है।
Honda Rebel 300 की खास बातें
Honda Rebel 300 के साथ Honda भारत में किफायती क्रूजर मोटरसाइकिल सेगमेंट में कदम रख रही है। बॉबर-स्टाइल डिज़ाइन, पूरी तरह से ब्लैक लुक और आरामदायक राइडिंग पोज़िशन वाली यह मोटरसाइकिल उन राइडर्स के लिए है जो आराम से राइडिंग का अनुभव चाहते हैं और अपनी अलग पहचान बनाना पसंद करते हैं। Rebel 300 में 286cc का लिक्विड-कूल्ड सिंगल-सिलेंडर इंजन है और यह स्टैंडर्ड और E-क्लच, दोनों वेरिएंट में उपलब्ध होगी।
फीचर्स की बात करें तो, इस क्रूजर में LED प्रोजेक्टर हेडलैंप, होंडा रोडसिंक कनेक्टिविटी और टर्न-बाय-टर्न नेविगेशन वाला TFT इंस्ट्रूमेंट क्लस्टर मिलता है। साथ ही, इसमें डुअल-चैनल ABS के साथ दोनों पहियों पर डिस्क ब्रेक भी दिए गए हैं। भारत में बनी Rebel 300 Honda के प्रीमियम मोटरसाइकिल पोर्टफोलियो को बढ़ाती है और साथ ही ब्रांड के दुनिया भर में मशहूर क्रूजर मॉडल को घरेलू बाजार में लाती है।
Honda Rebel 300 की कीमत और मुकाबला
Honda Rebel 300 का मुकाबला भारत में Royal Enfield की 350cc क्रूजर बाइक्स से होगा। इनमें Meteor 350 और Goan Classic 350 प्रमुख हैं। Rebel 300 की शुरुआती कीमत 2.22 लाख रुपये (एक्स-शोरूम) है। यह कीमत Meteor 350 के 1.99 लाख रुपये से 2.24 लाख रुपये के प्राइस रेंज के करीब है। वहीं, इसका मुकाबला Goan Classic 350 से भी होगा, जिसकी कीमत 2.20 लाख रुपये से 2.28 लाख रुपये (एक्स-शोरूम) के बीच है।
Honda Rebel 300 को अलग पहचान दिलाने के लिए कंपनी ने इसमें बॉबर से प्रेरित डिजाइन, लिक्विड-कूल्ड इंजन और ऑप्शनल E-Clutch टेक्नोलॉजी दी है।
Honda ADV160 की खास बातें
Honda ADV160 भारत का पहला फ्लेक्स-फ्यूल स्कूटर बन गया है। Honda की FlexTech टेक्नोलॉजी की वजह से यह E85 तक के फ्यूल मिक्सचर पर चल सकता है। एडवेंचर-फोकस्ड मैक्सी-स्कूटर के तौर पर, इसमें मजबूत स्टाइलिंग के साथ रोजाना इस्तेमाल की सुविधा भी मिलती है। इसमें 156.9-cc का लिक्विड-कूल्ड इंजन, सीट के नीचे 27-लीटर स्टोरेज, Honda RoadSync और टर्न-बाय-टर्न नेविगेशन वाला TFT इंस्ट्रूमेंट क्लस्टर, Honda Selectable Torque Control (HSTC) और सिंगल-चैनल ABS के साथ दोनों तरफ डिस्क ब्रेक जैसे फीचर्स दिए गए हैं।
Honda ADV160 की कीमत और मुकाबला
Honda का कहना है कि ADV160 कंपनी की मल्टी-पाथवे मोबिलिटी स्ट्रैटेजी का एक अहम हिस्सा है। इसके जरिए कंपनी प्रीमियम स्कूटर सेगमेंट में ग्राहकों को एक नई और भविष्य के लिए तैयार टेक्नोलॉजी वाला विकल्प देना चाहती है।
भारत में Honda ADV160 का मुकाबला Hero Xoom 160 और Yamaha Aerox 155 से होगा। इसकी कीमत 1.70 लाख रुपये (एक्स-शोरूम) रखी गई है, जो दोनों प्रतिद्वंद्वी स्कूटरों से ज्यादा है।
वहीं, Hero Xoom 160 की कीमत 1.37 लाख रुपये से 1.43 लाख रुपये के बीच है। दूसरी ओर, Yamaha Aerox 155 की शुरुआती कीमत 1.45 लाख रुपये से 1.48 लाख रुपये तक जाती है। सभी कीमतें एक्स-शोरूम हैं।
With the discontinuation of the N125 in India, the Pulsar 125 had gained attention back as the entry-level Pulsar model and Bajaj has just revamped it from the ground-up. Some of the obvious upgrades are to the engine, frame, and suspension. However, with the line-up expanding to four variants from two earlier, what exactly sets the new Pulsar 125 apart from the old? Let’s find out.
Note: At the time of writing, Bajaj hasn’t shared the exact dimensions and kerb weight for the new Pulsar 125 so this comparison skips that. We’ll update the story once we get those details.
Bajaj Pulsar 125 New vs Old: Engine
More power and torque at the same points in the rev range
New Bajaj Pulsar 125
Old Bajaj Pulsar 125
Engine
124.58cc single-cylinder, air-cooled
124.38cc single-cylinder, air-cooled
Power
12.1hp at 8,500rpm
11.8hp at 8,500rpm
Torque
11.4Nm at 6,500rpm
10.8Nm at 6,500rpm
Transmission
5-speed
5-speed
Similar to the all-new Pulsar 150, the new Pulsar 125’s engine also looks similar to the outgoing one at first glance, but that’s not the case. The cubic capacity on the new engine has increased by two-tenths and Bajaj has extracted marginally more power and torque delivered at similar rpm as before. Bajaj also claims that 80 percent of the torque is available from 3,000rpm onwards. On paper, it’s easy to dismiss this improvement as minuscule, but it bodes well with Bajaj’s placement of the 125 as an easy city commuter.
Unlike the new Pulsar 150’s oil-cooled engine, the 125 sticks to an air-cooled unit. Transmission also remains 5-speed, but Bajaj claims an upgraded gearbox for low end tractability. The power-to-weight ratio has supposedly improved, and Bajaj says acceleration has as well, but we’ll have to wait until we put the bike through our tests to confirm so.
Bajaj Pulsar 125 New vs Old: Chassis, headlight, and suspension
Chassis and suspension see major changes
Keeping in line with the all-new theme, Bajaj has also changed the chassis and the suspension setup on the new Pulsar 125. The existing dual-cradle frame has been swapped for a single-cradle or diamond frame with the engine now acting as a stressed member. Bajaj says the change enables the Pulsar 125 to have greater stiffness, enabling better handling and stability.
Though the fork is still a right side up (RSU) telescopic unit, the new Pulsar 125 upgrades the diameter by 1mm to 31mm, but with a 10mm shorter 125mm travel. The rear suspension has also seen improvements with the familiar twin-shock setup being swapped for a monoshock unit and the travel has been increased by 8mm to 110mm. Bajaj attributes greater stability in straight lines and corners on the new Pulsar 125 to the brand-new monoshock setup.
The lighting setup has also been changed, although by a tiny amount. While the headlight and taillight continue to be LED across the board, Bajaj has slightly redesigned the fairing on the new Pulsar 125. Out of the four variants, the LED indicators and hazard lights are only available on the top three variants; only the top-most variant gets a belly pan as standard.
While the tyre sizes remain unchanged on the new Pulsar 125, Bajaj has increased the front disc size on the top three variants. ABS in any form continues to be missing, with the motorcycle offering Combined Braking System (CBS) as standard instead.
Bajaj Pulsar 125 New vs Old: Features
TFT Cluster and ride modes are major upgrades
The biggest feature addition to the new Pulsar 125 starts with what you’ll see on every ride, the instrument cluster. The base variant now gets a 5-inch LCD cluster, the mid and top variants getting a 5-inch TFT cluster. Connected features like music control and call and SMS alerts are common to all four variants—thanks to the standard Bluetooth—though WiFi is limited to the top variant. Thanks to WiFi, the top variant alone gets Google Maps mirroring for navigation, whereas the others have turn-by-turn navigation.
The TFT cluster can also store important documents like licence and RC for quick access. To charge up your devices on the go, the new Pulsar 125 gives you a USB type-C port, an upgrade to the previous version’s USB type-A port. However, it’s a paid extra on the base variant. What’s standard on all variants are the three ride modes, Road, Rain, and Sport. In order to make city riding easier still, the new Pulsar 125 also gets crawl tech and ISG (Integrated Starter Generator). The former makes stop-and-go traffic easier to handle; whereas the latter, available on the top three variants, gives you silent start and a stop-start system to conserve fuel.
Bajaj Pulsar 125 New vs Old: Price
New 125’s noticeably more expensive
New Bajaj Pulsar 125
Old Bajaj Pulsar 125
Price (ex-showroom, Delhi)
Rs 92,900 – Rs 1.04 lakh
Rs 81,556 – Rs 94,518
With all the new changes and features, the new Pulsar 125 starts at Rs 92,900 for the base variant and goes up to Rs 1.04 lakh for the top variant, cracking the one lakh mark. That’s a steep increase over the outgoing model’s price range. The new Pulsar 125 does make forward strides in almost every area, but we’ll have to wait until we ride the bike to comment on whether the changes justify the unmissable premium.
After what seems like a long, drawn-out process, Bajaj has finally launched the all-new classic Pulsar 150 and Pulsar 125. The new Pulsar 150 brings a lot to the line, with a new engine and frame, along with a whole lot of new features. However, it has also lost some of the features from the previous Pulsar 150 it replaces. Let’s see what those are, in detail. At the end, you can decide if the proverbial “old is gold” applies to the Pulsar 150 too.
Note: At the time of writing, Bajaj hasn’t shared the exact dimensions and kerb weight for the new Pulsar 150, so this comparison skips that part. We’ll update this once we get the details from Bajaj.
Bajaj Pulsar 150 new vs old: Engine changes
Same power but more torque than before
New Bajaj Pulsar 150
Old Bajaj Pulsar 150
Engine
149.5cc, single-cylinder, oil-cooled
149.5cc, single-cylinder, air-cooled
Power
14hp at 8,000rpm
14hp at 8,500rpm
Torque
14.1Nm at 6,500rpm
13.2Nm at 6,500rpm
Transmission
5-speed
5-speed
Both models have a 149.5cc engine, but they are anything but the same. The old one, for example, was an air-cooled unit, but the new engine upgrades to oil cooling. And while the power figure remains the same, it’s delivered 500rpm earlier. Torque, on the other hand, has increased.
Considering that the cubic capacity itself remains unchanged, this is a commendable improvement from Bajaj. The company also claims an improved 0-60kph timing owing to an improved power-to-weight ratio. However, we don’t know by how much that has improved.
Bajaj Pulsar 150 new vs old: Chassis, headlight and suspension
The older Pulsar had a bigger fork
Keeping in line with the all-new theme, Bajaj has also changed the chassis and the suspension setup on the new Pulsar 150. The dual-cradle frame has been swapped for a simpler single-cradle or diamond frame, with the engine now acting as a stressed member. Bajaj says the change gives the Pulsar 150 greater stiffness, enabling better handling and stability.
The fork on the new Pulsar 150 remains a right-side-up (RSU) telescopic unit. However, the previous top variant of the Pulsar 150, Split Seat, had a larger 37mm fork with 130mm of travel. The base variant had a 31mm fork with an even longer 135mm of travel. The new Pulsar 150 swaps both for an in-between 33mm-diameter fork and a shorter 125mm travel. While the reduced travel is unlikely to compromise the bike’s functionality by a noticeable amount, it’s worth mentioning nevertheless. The rear suspension, on the other hand, has seen improvements across the board. The familiar twin-shock setup has been chucked for a brand-new monoshock unit, and the travel has been increased by 8mm to 110mm. Bajaj claims the change gives the Pulsar 150 greater straight-line and cornering stability.
The lighting setup on the Pulsar has also changed. While the headlight and tail-light continue to be LED across the board, Bajaj has slightly redesigned the fairing on the new Pulsar 150. The LED indicators that were previously standard, though, are now only available on the top two variants. The new Pulsar 150 also has hazard lights but only on the top two variants. These two variants get the belly pan as standard, too.
Bajaj Pulsar 150 new vs old: Wheels, tyres and brakes
Moving on to the tyres, the top variant of the outgoing Pulsar 150 had larger tyres at both the front and rear. The new one, however, standardises the base variant’s tyre sizes for all three variants. The same goes for the front brakes. Both old and new Pulsar 150s stick to having single-channel ABS as standard. If you need dual-channel ABS, you would have to upgrade to the Pulsar N160’s top variant.
Bajaj Pulsar 150 New vs Old: Features
Host of new features on the new Pulsar 150
This is the one area where the new Pulsar 150 unabashedly moves things forward. The previous Pulsar 150’s base variant had a semi-digital instrument cluster, and the top variant had the negative LCD instrument cluster. Both are gone now, with a new 5-inch LCD cluster taking their place on the base variant and the mid and top variants getting a 5-inch TFT cluster. All three variants come with Bluetooth as standard, while the top variant even adds WiFi support. All three get connected features such as music control and call and SMS alerts.
However, only the TFT cluster can store important documents like the licence and RC for quick access. Additionally, the top variant exclusively gets Google Maps mirroring for navigation, whereas the other two stick to turn-by-turn navigation. If you are worried that the navigation will drain your phone’s battery, the new Pulsar 150 also gives you a USB Type-C port, an upgrade from the previous version’s USB Type-A port, but only on the top two variants.
The Pulsar 150 has three ride modes – Road, Rain and Sport – with crawl tech and an integrated starter generator (ISG) adding to the convenience. ISG is once again exclusive to the top two variants. Crawl tech makes navigating stop-and-go traffic easier, whereas ISG gives you a silent start and a stop-start system to help conserve fuel.
Bajaj Pulsar 150 New vs Old: Price
Costlier by at least Rs 4,000
New Bajaj Pulsar 150
Old Bajaj Pulsar 150
Price range (in Rs)
1.15 lakh-1.23 lakh
1.11 lakh-1.18 lakh
With all the new changes and features, the new Pulsar 150 starts at Rs 1.15 lakh for the base variant and goes up to Rs 1.23 lakh for the top variant. For context, the old Pulsar 150’s price ranged between Rs 1.11 lakh and Rs 1.18 lakh. While the new Pulsar 150 gives you more features, it also lacks some things compared to the older model. Deciding whether it’s really an upgrade therefore requires a test ride, as the real-world experience is hard to conclude based on the spec sheet alone.
After months of anticipation and teasing, Bajaj has finally revealed an all-new Pulsar 150 today with almost all the parts of the motorcycle receiving substantial upgrades while retaining the classic Pulsar silhouette. There are three variants now, SD Single Seat, TD Single Seat, TD Split Seat. The latter two variants get a 5-inch TFT instrument cluster and an Integrated Starter Generator (ISG). All three models also get a crawl mode to make navigating traffic easier.
Gets three variants, top variant gets Google Maps mirroring
New gearbox with easier lower end tractability
ISG and crawl modes to make low speed riding even easier
Gets meaningful updates everywhere
With a bunch of new features
Starting with the 149.5cc, single-cylinder, air/oil-cooled engine which at first glance looks similar to the existing one, with the same 14hp power. However, the engine has two major changes. The peak power is now delivered at 8,000rpm, 500rpm earlier than the existing engine. And peak torque has gone up to 14.1Nm; 0.9Nm more than before, though it is delivered at the same 6,500rpm. Bajaj has also given the motorcycle a new gearbox with specific focus on low speed tractability. The frame too sees an upgrade with a new single-cradle frame replacing the dual-cradle frame. The engine now acts as a stressed member of the engine, which Bajaj says improves overall ride and stability.
The next big change is that the rear suspension is now a monoshock, as opposed to the conventional twin-shocks setup. The front continues with a right side up (RSU) telescopic fork with 33mm diameter with 125mm of travel and the rear suspension travel is 110mm. Stopping duties are handled by a 260mm front disc and a 230mm rear disc (130mm rear drum on the base variant). All three variants get single-channel ABS as standard. Rounding off the ride package are the tubeless 80/100-17 tyres at the front and 100/90-17 at the rear.
On the features front, the classic Pulsar now gets a brand-new 5-inch LCD cluster with the top two variants stepping that up to a 5-inch TFT instrument cluster. The cluster also gets other features like call and SMS alerts and an option to store your vehicle documents for quick access. However, the top variant gets WiFi support which enables Google Maps mirroring, a feature first seen on the Pulsar N160 SS. There are also three ride modes and a crawl mode. Both of which were also first seen on the Pulsar N160 S and SS. The existing model had a USB type-A port for charging with the new one swapping that for a modern, type-C port on all three variants.
Bajaj has also equipped the top two variants with ISG, which has a stop-start system that can automatically turn the motorcycle off during traffic stops, to conserve fuel, and also enables silent starts. There are minor upgrades to the lighting department as well. Though the class B LED headlight itself is shared with the outgoing Pulsar 150 that received an update last year. the fairing on the new one has been redesigned for a more aggressive look with the top two variants getting all-LED lighting as standard. Bajaj has priced the base SD Single Seat variant at Rs 1.15 lakh with the fully loaded, TD Split Seat variant costing Rs 1.23 lakh.
We exclusively broke the story, early this year, that Bajaj is planning on updating the Classic Pulsar range. After months of anticipation, the Chakan-based brand has finally launched the all-new Pulsar 125 as part of Pulsar’s 25th anniversary celebrations. The updated 125cc motorcycle gets a new engine and gearbox, a stiffer frame, monoshock suspension and a 5-inch TFT console with prices starting at Rs 92,990.
New 124.58cc engine makes 12hp and 11Nm
Gets monoshock suspension and new diamond-type frame
Priced at Rs 92,990 (ex-showroom, Delhi)
Bajaj Pulsar 125 engine and specs
The new Pulsar 125 is powered by a 124.58cc, single-cylinder, air/oil-cooled engine producing 12.1hp at 8,500rpm (gain of 0.3hp) and 11.4Nm at 6,500rpm (gain of 0.6Nm). Bajaj claims it is the most powerful 125cc motorcycle in the market – a title earlier held by the now discontinued Pulsar N125. The engine is paired with an all-new 5-speed gearbox, which is claimed to improve tractive effort in the lower gears and deliver stronger low-speed performance.
Bajaj also claims an improved power-to-weight ratio enables quicker 0-60kph acceleration, although it has not specified an acceleration time.
The Pulsar 125 gets a new diamond-type frame with increased stiffness, with the engine acting as a stressed member. Bajaj says this setup improves ride stability and handling. Suspension duties are now handled by a gas-charged monoshock at the rear.
Bajaj Pulsar 125 features
A major update is the addition of a 5-inch TFT console that debuted with the N160 SS. It supports Google Maps mirroring and navigation, while also allowing riders to store vehicle documents such as the registration certificate and insurance details.
The console also displays live call and message alerts and provides music controls. The Pulsar 125 additionally gets three ride modes: Road, Rain and Sport.
Another new feature is Crawl Tech – similar to KTM models – which is designed to provide greater control during low-speed riding in traffic.
The Pulsar 125 gets a redesigned Wolf-Eye LED headlamp with larger optics, although it could only be offered . The motorcycle also features an Integrated Starter Generator (ISG) on the top three variants. The system enables automatic start-stop functionality, which Bajaj says helps improve fuel economy and enables silent starts. The new Bajaj Pulsar 125 is priced at Rs 92,990 for the LCD variant and goes up to Rs 1.04 lakh for the top-spec TFT variant(ex-showroom, Delhi).
The Kia Sonet and Toyota Taisor are among the several compact SUVs you can buy with a turbo-petrol automatic powertrain. Both come with identically sized engines, but are quite different in the power output and gearbox departments. We put the Sonet and Taisor through our instrumented real-world performance testing to see which compact SUV comes out on top.
Kia Sonet vs Toyota Taisor turbo-petrol automatic: Specifications
Sonet
Taisor
Engine
998cc, 3 cyl, turbo-petrol
998cc, 3 cyl, turbo-petrol
Fuel injection system
Direct
Direct
Power (hp)
120
100
Torque (Nm)
172
147.6
Gearbox
7-speed DCT
6-speed AT
Kerb weight (kg)
1,210*
1,060
Drive layout
FWD
FWD
Power-to-weight
99.2hp per tonne*
94.4hp per tonne
Torque-to-weight
142.1Nm per tonne*
139.2Nm per tonne
*Estimated figures or based on estimated figures.
As noted above, both the Sonet and Taisor come with 1.0-litre 3-cylinder direct-injection turbo-petrol engines. However, the Sonet is considerably more powerful than the Taisor. The Sonet also pairs its engine with a 7-speed dual-clutch automatic, while the Taisor comes with a 6-speed torque converter. A DCT is usually favoured for performance on account of its quick shifts, whereas torque converters swap cogs slightly slower but smoother thanks to their fluid coupling. That said, the Taisor is lighter than the Sonet.
Kia Sonet vs Toyota Taisor turbo-petrol automatic: 0-100kph sprint
Despite the Sonet’s power advantage and quicker-shifting DCT, the Taisor is quicker from standstill to 100kph. Specifically, the Toyota SUV completed the sprint nearly a full second before the Sonet did. Evidently, the Taisor’s lower kerb weight looks to have offset its power deficit compared to the Sonet.
Kia Sonet vs Toyota Taisor turbo-petrol automatic: Rolling acceleration
20-80kph acceleration times (in kickdown)
Speed from 20kph
Sonet
Taisor
30kph (seconds)
0.81
1.00
40kph (seconds)
1.86
1.89
50kph (seconds)
3.03
2.58
60kph (seconds)
4.14
3.35
70kph (seconds)
5.89
4.54
80kph (seconds)
7.43
6.48
In the 20-80kph kickdown test, the Sonet is off to a stronger start than the Taisor. After the 40kph mark, however, the Taisor pulls ahead and keeps expanding its lead, which stands at almost a full second by the end of the run.
40-100kph acceleration times (in kickdown)
Speed from 40kph
Sonet
Taisor
50kph (seconds)
1.13
1.02
60kph (seconds)
2.45
2.11
70kph (seconds)
4.21
3.34
80kph (seconds)
5.75
4.85
90kph (seconds)
7.50
6.58
100kph (seconds)
9.80
8.40
Unlike the 20-80kph test, the Sonet was slower than the Taisor at every speed in the 40-100kph kickdown sprint. By the end, the Taisor was ahead of the small Kia by 1.4 seconds – the largest gap recorded in all three of our tests for these compact SUVs. Per our testing, then, the Toyota Taisor is clearly faster than the Kia Sonet across the board.
Prices for the Sonet turbo-petrol DCT start at Rs 10 lakh and top off at Rs 13.8 lakh, whereas the Taisor turbo-petrol AT is priced from Rs 11.86 lakh to Rs 12.78 lakh.
Autocar India’s performance testing standards
Before we conduct our performance tests, we check and maintain tyre pressures based on the manufacturer’s recommendations and ensure the car has a full tank of fuel. The car is then tested in a controlled environment with two people on board, and the data is collected via highly accurate GPS-based timing equipment.
The Maruti Suzuki Dzire and Honda Amaze are two of the most affordable sedans in India, priced at around Rs 10 lakh (ex-showroom). Both the top-spec Dzire ZXi+ and Amaze ZX offer a 1.2-litre engine with similar specifications and a similar feature suite, albeit with a couple of segment-only amenities. But what should you choose? We find out.
Maruti Dzire vs Honda Amaze: Dimensions
Sizes are almost similar, but the Amaze offers a slightly larger boot
Maruti Dzire vs Honda Amaze: Dimensions and other specifications
Maruti Dzire
Honda Amaze
Difference
Length (mm)
3,995
3,995
–
Width (mm)
1,735
1,733
+2
Height (mm)
1,525
1,500
+25
Wheelbase (mm)
2,450
2,470
-20
Ground clearance (mm)
163
172
-9
Boot space (litres)
382
416
-34
The Maruti Suzuki Dzire and Honda Amaze have similar dimensions, but the Amaze has a 34-litre larger boot space, which enables it to carry a backpack more than the Dzire. Moreover, unlike the Dzire, which gets a fixed rear seatback, the Amaze’s rear seat can be folded to accommodate more luggage if needed.
Maruti Dzire vs Honda Amaze: Powertrain
Dzire’s 3-cylinder engine offers higher fuel economy than the Amaze’s 4-cylinder unit
Maruti Dzire ZXi+ vs Honda Amaze ZX: Powertrain options
Dzire ZXi+
Amaze ZX
Engine
1.2-litre 3-cyl petrol
1.2-litre 4-cyl petrol
Power (hp)
82
90
Torque (Nm)
112
110
Transmission
5MT | 5AMT
5MT | CVT
Claimed mileage (kpl)
24.79 | 25.71
18.65 | 19.46
The major difference in the powertrains of the two compact sedans is the number of cylinders: 3 in the Dzire’s naturally aspirated engine and 4 in the Amaze’s. The Honda Amaze produces 8hp more than the Dzire, but 2Nm less. In our real-world experience, we found that the Amaze’s engine loves to be revved. It has weak low-end performance, especially under 2,000rpm, but offers a strong mid-range. The Dzire’s engine, on the other hand, has a crisp throttle response and offers strong low-end torque.
Both sedans get a 5-speed manual transmission, but the Dzire offers a 5-speed AMT while the Amaze has a CVT. The Dzire’s AMT, in our real-world experience, has a prominent lag while shifting gears, which hampers the overall drive experience. The Amaze’s CVT is better in this regard and offers smoother shifts, but has a rubberband effect, something that is generally associated with CVTs.
It is the fuel efficiency where the Dzire really shines, offering an additional 6.14kpl and 6.25kpl claimed fuel efficiency over the Amaze’s manual and automatic transmission options, respectively.
Maruti Dzire vs Honda Amaze: Exterior
Both compact sedans get all-LED lighting, powered ORVMs, and 15-inch wheels
Maruti Dzire ZXi+ vs Honda Amaze ZX: Exterior
Dzire ZXi+
Amaze ZX
Headlights
LED
Projector LED
Taillights
LED
LED
DRLs
LED
LED
Front fog lamps
LED
Projector LED
Wheels
15-inch
15-inch
Powered ORVMs
Yes
Yes
Sharkfin antenna
Yes
Yes
Both the top-spec Maruti Dzire ZXi+ and Amaze ZX are offered with all-LED lighting, 15-inch dual-tone alloy wheels, and powered outside rearview mirrors (ORVMs).
Maruti Dzire vs Honda Amaze: Interior, features
Dzire has a sunroof and a larger infotainment system, but Amaze offers paddle shifters
Maruti Dzire ZXi+ vs Honda Amaze ZX: Interior and features
Dzire ZXi+
Amaze ZX
Instrument cluster
Analogue dials with MID
Part-digital with 7-inch MID
Infotainment screen
9-inch
8-inch
Android Auto, Apple CarPlay
Wireless
Wireless
Audio system
6-speaker
6-speaker
On-board navigation
Yes
No
Sunroof
Single-pane
No
Wireless phone charger
Yes
Yes
Climate control
Automatic with rear vents
Automatic with rear vents
Paddle shifters
No
CVT only
Cruise control
Yes
Yes
Seat upholstery
Fabric
Fabric
Steering wheel adjustment
Tilt, telescopic
Tilt
Driver seat adjustment
Manual
Manual
Co-driver’s seat adjustment
Manual
Manual
Rear window sunshade
No
No
The top-spec Maruti Dzire is offered with a single-pane sunroof, a segment-only feature, and a larger 9-inch touchscreen infotainment system compared to the 8-inch unit on the Honda Amaze. The Dzire’s steering column also allows for telescopic adjustments. However, the Amaze offers paddle shifters with the CVT, which is missing on the Dzire AMT, and gets a larger multi-information display (MID) on the instrument cluster than the Dzire.
Maruti Dzire vs Honda Amaze: Safety
Dzire offers a 360-degree camera, while Amaze offers Level-1 ADAS
Maruti Dzire ZXi+ vs Honda Amaze ZX: Safety features
Dzire ZXi+
Amaze ZX
BNCAP rating
5 stars
5 stars
Airbags
6
6
ADAS
No
Level-1
Camera setup
360-degree
Rear, LaneWatch
Parking sensors
Rear
Rear
Electronic parking brake
No
No
Disc brakes
Front wheels only
Front wheels only
TPMS
Yes
Yes
IRVM
Day/night adjustable
Day/night adjustable
Rear wiper, washer
No
No
Hill hold assist
Yes
Yes
ESC
Yes
Yes
While both the Maruti Dzire and Honda Amaze have a 5-star Bharat NCAP crash safety rating, there are a couple of changes in the safety suite of both sedans. The Amaze ZX offers Level-1 advanced driver assistance systems (ADAS), a segment-only feature, while the Dzire offers a 360-degree camera system. The Amaze gets a traditional rear camera and a LaneWatch camera mounted on the left ORVM. Other safety features are the same on both sedans.
Maruti Dzire vs Honda Amaze: Prices
The top-spec Dzire is more affordable than the Amaze
Maruti Dzire ZXi+ vs Honda Amaze ZX: Variant-wise ex-showroom price
Dzire ZXi+
Amaze ZX
Difference
Petrol MT
Rs 8.96 lakh
Rs 9.39 lakh
– Rs 43,000
Petrol AMT
Rs 9.41 lakh
Rs 10 lakh
– Rs 59,000
Both manual and automatic versions of the top-spec Maruti Dzire ZXi+ are more affordable than the fully-loaded Honda Amaze ZX. At a lower price point, the Dzire offers a fuel-efficient engine that also offers good low-end torque, it offers a customer-favourite sunroof and a 360-degree camera, making it feel more complete than the top-spec Amaze.
The Skoda Kushaq was updated earlier this year with much-needed improvements, and continues to offer 1.0-litre and 1.5-litre direct-injection turbo-petrol engines. In the interest of better fuel efficiency, the carmaker introduced a new automatic gearbox for the former engine option, replacing the older 6-speed unit. We’ve tested the updated Kushaq’s fuel efficiency with this new gearbox and compared it with the real-world fuel efficiency figures with the larger, more powerful 1.5 TSI engine.
Skoda Kushaq 1.0 AT vs 1.5 DCT: Specifications
1.5 unit develops more power, while the 1.0 has a much lighter kerb weight
Skoda Kushaq 1.0 AT vs 1.5 DCT:
Kushaq 1.0
Kushaq 1.5
Engine
3 cyls, turbo-petrol
4 cyls, turbo-petrol
Displacement (cc)
999
1,498
Power (hp)
115
150
Torque (Nm)
178
250
Gearbox
8AT
7DCT
Fuel tank capacity (litres)
50
50
Kerb weight (kg)
1,270 – 1,300
1,321 – 1,322
While the smaller 1.0 TSI develops 115hp and 178Nm, the 1.5 TSI mill outputs 150hp and 250Nm. In automatic guise, the former is paired to an 8-speed torque converter gearbox while the latter is paired to a 7-speed DCT. Additionally, both come with an auto engine start/stop system, but only the 1.5 TSI comes with cylinder deactivation technology, a feature that shuts off operation of two of the four cylinders depending on throttle input and engine load to curb fuel consumption. Both come with identical 50-litre fuel tanks, but the smaller 1.0 TSI helps it have a lighter kerb weight than the 1.5 TSI.
Skoda Kushaq 1.0 AT vs 1.5 DCT: Real-world fuel efficiency
1.0 AT delivers better efficiency, but the gap isn’t huge
In our real-world fuel efficiency tests, the Kushaq 1.0 TSI AT averaged better than the 1.5 TSI DCT by 0.48kpl. In the city, the 1.0 TSI was more efficient than the 1.5 TSI by 1.15kpl. This is because of the 1.0’s lighter kerb weight and aggressive start/stop system. In contrast, the 1.5’s twin-cylinder deactivation tech helped it be more efficient on the highway than the 1.0 by 0.19kpl. Overall, the gap in real-world efficiency is slightly higher than their ARAI-claimed figures (0.48kpl vs 0.37kpl).
Skoda Kushaq 1.0 AT vs 1.5 DCT: Price
Availability from lower trims makes the 1.0 AT much more affordable than the 1.5 DCT
Skoda Kushaq 1.0 AT vs 1.5 DCT: Price
Kushaq 1.0 TSI
Kushaq 1.5 TSI
Petrol automatic price range (Rs lakh)
12.89 – 17.89
18.79 – 18.99
As the Kushaq’s 1.5 TSI automatic is limited to top-spec variants, it is Rs 5.9 lakh pricier than the 1.0 TSI automatic. In fact, even in top-spec guise, the latter powertrain combo is Rs 1 lakh cheaper than the former.
Autocar India’s fuel-efficiency testing
Before our real-world fuel-efficiency tests, we fill our test cars’ tanks to the brim and maintain tyre pressures based on the manufacturer’s recommendations. These cars are driven in fixed city and highway loops in and around Navi Mumbai, and we maintain certain average speeds. Throughout the tests, there is only one person in each car, operating the air conditioner and other electricals, such as the audio system, indicators and wipers, when required, just like a regular user would. Periodic driver swaps further neutralise variations in driver patterns. At the end of each cycle, we calculate efficiency by filling the tanks to full again.
The VW Tayron R-Line is back in the Autocar India garage, and we’ve been running it for some weeks now. First things first, I switch off the Automatic Emergency Braking (AEB) as a matter of habit. The thing is, every time you turn on the car, the system defaults to AEB being active; it doesn’t remember that you last turned it off. This can be rather annoying, but like with most CBUs, which this VW Tayron R-Line is, it follows the homologation requirements of Europe, or what is called GSR 870. That means, for safety reasons, it is mandated to have the AEB on by default every time you begin driving the car.
AEB triggers inadvertently in traffic.
Now, in Europe and other parts of the world where traffic is predictable and sane, it makes sense, but on our chaotic streets, pedestrians, cyclists, bikes and three-wheelers can trigger the AEB into a heart-stopping slam on the brakes, with the risk of being rear-ended by someone who is two inches away from your bumper. Every run to work, the proximity sensors go berserk tackling Mahalaxmi’s infamous Saat Rasta roundabout in Mumbai. It’s also a reminder that the Tayron is a long car, but the good thing is that outside visibility is pretty good, so you can judge the edges quite easily, which is essential when threading through traffic.
2.0-litre TSI feels refined at all speeds.
The Tayron got a chance to stretch its legs on a run to the Nanoli track. The ‘EA888 Evo’ 2.0-litre TSI engine is the epitome of refinement and possibly the smoothest turbo-petrol in the premium segment. It lacks a bit of low-end punch, but likes to be revved and encourages visits to the 6,000rpm redline. The Tayron is a happy cruiser too, and feels nice and planted at expressway speeds in a VW sort of way.
Peeling off the expressway onto the poorly paved, single-lane roads leading to Nanoli exposes a weak chink in the Tayron R-Line – a crashy ride that makes the body jar. The true culprit is the low 45-profile tyres the R-Line comes with, and their short sidewalls simply can’t cushion sharp edges, ruts and jagged tarmac well enough. I suspect the lower-spec Tayron Life, recently launched at Rs 41.99 lakh, is a cheaper and more practical option with the less sporty spec and taller 55-profile tyres.
Low-profile tyres impact ride comfort.
Living with the Tayron R-Line, you discover the smaller details that go some way in justifying the hefty Rs 46.99 lakh price. Cabin materials feel genuinely plush – the stitching, fit and finish and tasteful use of ambient lighting – though I have to say some of the trim did creak on bad roads. There’s good storage space too, which makes long-distance driving with your family a pleasant affair. What stood out for me was the clarity and ease of use of the infotainment system. Large fonts, smooth and slick operation and a nicely intuitive menu make it easy to operate on the go.
Seats comfy for long hours behind the wheel.
Other things that stood out after a long drive were the seats – supremely comfortable and not too hard and stiff like those in Volkswagens of the past. These seats have well-judged cushioning, and what makes them special is that they also give your upper body good and even support.
Fuel efficiency is not the strength of a turbo-petrol, and E20 now being the only choice doesn’t help matters. In the city, we could only muster up 6.2kpl, whilst on the sole highway run to Nanoli, we averaged 11.2kpl.
