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Royal Enfield Guerrilla 450 vs Triumph Tracker 400 Comparison Lead Image

If you are considering either of these motorcycles, chances are you are also considering the other, especially since they both cost about the same. After the Triumph 400cc bikes were downsized, the Tracker 400 now uses a 349cc engine, while the Guerrilla 450 Apex is a sportier variant with more aggressive ergonomics and grippy, road-focused tyres, which I think suit the bike much better than those on the earlier variant.

On paper, the Tracker makes 40hp and 32Nm, while the Guerrilla produces 40.02hp and 40Nm. The Triumph is a lighter, more compact motorcycle, while the Royal Enfield has a larger engine with more torque and offers a stable, planted feel. So, which one makes more sense for someone looking for a sporty, entertaining roadster?

Design and Features

Both motorcycles have very different visual identities, and that is probably the first thing you’ll notice. The Tracker 400 is inspired by flat-track racers, with a flat seat, side number boards and a wide handlebar. But this isn’t really a dirt-track-focussed motorcycle underneath, as its ergonomics, chassis and suspension are properly road-oriented.

The Guerrilla 450 Apex, meanwhile, looks like a sporty and muscular roadster. Compared to the standard variant, it gets a small cowl over the headlight, a new aluminium handlebar, a removable rear-seat cowl and Vredestein Centauro ST+ tyres. The Apex also has a leaned-forward, more committed riding position compared with the standard Guerrilla.

The Tracker is a relatively compact motorcycle, while the Guerrilla’s longer 1,440mm wheelbase and broad 160-section rear tyre give it a more substantial stance. The Triumph gets a larger 13-litre fuel tank compared with the Guerrilla’s 11-litre unit, which can be tedious when long-distance touring.

Both motorcycles are equally impressive when it comes to build quality and fit and finish. The Tracker features the same digi-analogue console we have seen on all the other Triumph 400 models, while the Guerrilla features the same TFT unit from the Himalayan. The Guerrilla gets two riding modes (Sport and Street), both of which feel quite similar. On the other hand, the Tracker gets a switchable traction control system that the Guerrilla misses out on. Neither has a quickshifter. In terms of convenience, the Guerrilla has a more accessible 780mm seat height and also gets a main stand, which aids in easier chain maintenance.

There is also a difference in ergonomics. The Tracker’s seat is flat and the riding position is relatively sporty, with rear-set footpegs that suit the character of the bike. The Guerrilla Apex has a lower and more accessible 780mm seat and roadster-like, neutral-set footpegs, along with a committed upper-body position. Between the two, you sit on top of the Tracker with its flat seat, while on the Guerrilla, you sit inside the curved seat, and it is also the more comfortable of the two.

Performance and Fuel Economy

This is where things get interesting because the Tracker 400’s 349cc engine is 103cc smaller than the Guerrilla’s 452cc unit, yet peak power is almost identical. The Triumph produces 40hp at 8,750rpm and 32Nm at 7,500rpm, while the Royal Enfield makes 40.02hp at 8,000rpm. Of course, the difference comes in torque, where the RE makes a much healthier 40Nm at 5,500rpm.

The difference in torque delivery is immediately noticeable. The Tracker’s engine likes to be revved out, but you still have to work it quite a bit. The Guerrilla’s Sherpa engine has a different personality. It doesn’t need to be worked as hard, and the additional 8Nm gives it much stronger roll-on performance. It feels more raw and powerful as soon as you open the throttle, and the surge in power after 6,000rpm makes it feel really exciting. After 7,000rpm, there are some vibrations, but nothing that really ruins the riding experience.

The Tracker’s shorter-stroke engine is very refined at moderate engine speeds, but once you start revving it harder, some buzz makes its way into the tank and footpegs at the top end of the rev range. It remains an entertaining engine, but considering I have ridden the older 398cc Thruxton 400, I feel like it misses out on that initial torque kick.

In our performance tests, the Guerrilla completed the 0-100kph sprint in 6.34 seconds, while the Tracker took 7.55 seconds for the same, marking a difference of 1.21 seconds. The real difference in performance was more visible in the roll-on acceleration tests where the Guerrilla 450 Apex was notably quicker.

Fuel efficiency was almost on par in our tests, where the Tracker delivered 24.1kpl in the city and 31.71kpl on the highway, while the Guerrilla gave us 25.23kpl in the city and 32.82kpl on the highway. The Triumph’s 13-litre tank will give it a better range despite the marginally lower highway efficiency.

Ride and Handling

The biggest difference between these two motorcycles becomes apparent once the road starts to twist. The Guerrilla feels longer and heavier and needs a bit of muscling around, but once in a corner, it is extremely stable and planted. The grip offered by the Vredestein tyres is superb and inspires a lot of confidence. The Tracker, on the other hand, feels light, nimble and very easy to flick into corners, thanks to its shorter wheelbase and the leverage offered by the wide handlebars. Its blocky MRF tyres work well, but given how it rides more like a sporty roadster rather than a tracker, stickier tyres would have been a better choice.

While many might be disappointed about the Guerrilla 450 Apex not getting a USD fork, the suspension does work much better than the Tracker’s over bad roads and undulations. The setup feels plusher than the Tracker, which has a quicker rebound that can toss you up if you hit potholes at higher speeds.

Despite the Triumph being the more compact motorcycle, I felt like it was easier to filter through traffic on the Guerrilla, and that is because the Triumph has slightly wider handlebars and mirrors that jut out slightly more. I do remember my time spent with the Guerrilla on a go-kart track, and it was genuinely a lot of fun. The tyres kept up with the performance that the engine offers, and it was a blast to exploit the full capabilities of the bike. The only limitation was the footpegs, which kept scraping when the bike was leaned over. That said, this was never a problem out on the road.

Braking hardware is strong on both. The Tracker gets a 300mm front disc with a four-piston radial ByBre caliper, while the Guerrilla uses a 310mm front disc and 270mm rear disc. The Guerrilla stopped marginally quicker in our braking test from 60-0kph, but I did notice that the ABS intervention can be strong when emergency braking from higher speeds.

Price and Verdict

These two motorcycles are closer than their engine capacities suggest. The Tracker proves that you don’t need a large engine to make for a fun roadster. Its 349cc motor makes almost as much peak power as the Guerrilla, and its compact dimensions, wide handlebar and sporty chassis make it an engaging motorcycle on a twisty road.

The Royal Enfield Guerrilla 450 Apex, however, takes a more muscular approach. Its 452cc engine has substantially more torque, the Vredestein tyres give it a level of grip that suits its performance, and the longer wheelbase also gives it a reassuring planted character, particularly when you’re riding quickly.

They offer two distinct interpretations of the sporty modern roadster. The Tracker’s biggest strength is its agility. It feels smaller, lighter and more eager to change direction quickly. The Guerrilla’s strength is the breadth of its performance. There’s more torque, more road presence and a greater sense of stability when you’re pushing it. And that is ultimately what separates them. The Triumph is the more playful motorcycle, thanks to its nimble nature, while the Guerrilla Apex feels like a more serious attempt at turning the standard roadster into a proper performance-oriented, corner-carving machine.

While it is difficult to pick between these two motorcycles, considering that they do things in different ways, you can’t look past the value that the Guerrilla offers. Despite falling into the 40 percent GST bracket, its starting price is just Rs 10,000 more than that of the Tracker.
To put things into perspective, the KTM 390 Duke R, which used to be the benchmark for affordable and accessible performance when its Gen 1 model was launched in India, is now priced at Rs 3.45 lakh (ex-showroom), taking its on-road price upwards of Rs 4 lakh. So the way I see it, the Guerrilla 450 Apex is now the new benchmark when it comes to affordable performance in India. Who’d have ever thought that the crown would one day be worn by a Royal Enfield.

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Renault Duster hybrid launched at Rs 16.99 lakh

Posted on October 17, 2026October 17, 2026 by admin

Renault has launched the Duster hybrid in India at an introductory price of Rs 16.99 lakh for the entry-level Evolution trim, with prices going up to Rs 19.49 lakh for the top-end Emotion trim. Customer bookings are underway at Rs 21,000, with deliveries scheduled to begin in November. The Duster hybrid takes on the strong-hybrid versions of the Maruti Grand Vitara, Maruti Victoris and Toyota Urban Cruiser Hyryder.

1.8-litre petrol and two electric motors make a combined 160hp, with 0-100kph in a claimed 9.61sec.
1.4kWh battery pack, multi-mode automatic gearbox and a claimed 29kpl.
Features include ventilated seats, panoramic sunroof, dual-zone climate control and more.

Renault Duster hybrid prices

The Duster hybrid range is available in three trim levels

Renault Duster hybrid price list (Rs, lakh)
Trims	Prices (ex-showroom)
Evolution	16.99
Techno	18.99
Emotion	19.49

Renault is offering the Duster hybrid in three trims: Evolution, Techno and Emotion. These introductory prices apply to all deliveries until December 31, 2026, and R-Pass owners will get priority deliveries. Buyers can also opt for the Renault Protect 360 ownership package, priced from Rs 89,900, which bundles three years of comprehensive insurance, three years of scheduled maintenance and a three-year assured resale value.

Renault Duster hybrid powertrain and mileage

The E-Tech hybrid features a 1.4kWh battery pack and a multi-mode automatic transmission

The Duster is based on Renault’s RGMP platform, which the brand says can accommodate petrol, hybrid and CNG powertrains. The hybrid is equipped with the brand’s ‘E-Tech 160’ system, which pairs a 1.8-litre four-cylinder petrol engine with two electric motors. The Atkinson-cycle engine makes 110hp and 175Nm, and Renault claims it is the biggest engine in the segment, with a thermal efficiency of up to 41 percent. A high-voltage starter-generator mounted on the engine handles engine starts, smooths out gearshifts and charges the battery, including through regenerative braking. A separate 50hp traction motor, connected directly to the driveline, drives the front wheels and produces 208Nm. The combined system output stands at 160hp, which Renault says is the highest in the segment.

The hybrid system runs on a 1.4kWh, 247V NMC battery pack with direct refrigerant cooling. Transmission duties are handled by what Renault calls a “multi-mode automatic” gearbox, with two electric gears and four petrol gears. The system switches automatically between six operating modes, including all-electric, petrol-only, and series and series-parallel hybrid. The French automaker claims the hybrid can manage up to 80 percent of city driving in pure electric mode, and a 0-100kph time of 9.61sec, which it says is the quickest in the segment. The Duster hybrid also gets frequency-dependent dampers.

The ARAI-certified mileage of the Renault Duster hybrid is 29kpl, which the brand says makes it the most fuel-efficient hybrid in India, ahead of rivals such as the Maruti Victoris hybrid, Maruti Grand Vitara hybrid and Toyota Urban Cruiser Hyryder hybrid. Combined with a 50-litre fuel tank, Renault claims a total driving range of over 1,400km.

Renault Duster hybrid exterior design

Overall styling is largely similar to the turbo-petrol Duster

The Duster hybrid looks largely the same as the turbo-petrol versions, with chunky body cladding, C-pillar-mounted rear door handles, roof rails and eyebrow-style DRLs (daytime running lights). Up front, the signature grille gets an illuminated ‘Duster’ emblem, and full-LED headlamps are offered from the Techno trim onwards.

The base Evolution trim rides on 18-inch flex wheels, while the top-spec Emotion gets 18-inch diamond-cut alloys. At the rear is an LED horizontal light bar, while there are ‘E-Tech’ badges on the front doors and the tailgate. The Duster hybrid’s ground clearance stands at 212mm.

Renault Duster hybrid interior and features

Feature highlights include a pano sunroof, ventilated seats and a 10.25-inch digital cluster

The Duster hybrid’s cabin follows the general design of the turbo-petrol versions, with a dual-screen layout. The mid-spec Techno gets Desert Beige semi-leatherette upholstery, while the top-spec Emotion gets Dune Brown leatherette upholstery.

Standard features on the base Evolution trim include a 10.1-inch touchscreen, a 7-inch digital driver’s display and dual-zone automatic climate control. The Techno adds an electric panoramic sunroof, keyless entry with push-button start and connected car tech via the ‘MyRenault’ (MYR) app. The range-topping Emotion trim gets a larger 10.25-inch digital driver’s display, 6-way electrically adjustable and ventilated front seats, and a powered tailgate.

Renault Duster hybrid safety features

A wide array of safety tech is on offer

Renault claims that the Duster hybrid’s entry-level Evolution trim gets 38 safety features as standard. These come in the form of 6 airbags, hill-start assist, cruise control, rear parking sensors and a rearview camera.

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MG Windsor long term review, 17,500km report

Posted on October 17, 2026October 17, 2026 by admin

The MG Windsor EV is convenience Pro Max. You walk up to it, the doors unlock on their own, you slide into the driver’s seat, select ‘D’ on the gear-selector stalk, and pull away. Quick, simple, easy, and super convenient.

Over the weeks and months we’ve had the car, I’ve even found it to be well suited to our traffic, especially when the need to overtake quickly arises. The electric motor makes a healthy 200Nm of torque, and with near-instant responses, overtaking becomes almost therapeutic.

Overtaking slower cars is a breeze due to the strong and linear torque delivery

Squeeze down on the accelerator and a wave of torque helps you breeze past the car ahead. What’s nice is that the e-motor doesn’t overreact or deliver a massive spike of torque the moment you touch the pedal, it’s well metered and measured, and that makes all the difference. So, the Windsor feels surprisingly swift and fleet-footed; just what the doctor ordered for our fluid traffic, where gaps and opportunities open and close quickly.

Strong brakes blend regenerative and friction braking quite seamlessly.

I even really like the strong brakes, especially how well they blend initial regeneration and later stronger action via the discs. Even the steering is light, direct and well-suited to urban use. Put all these factors together, and you can see why I found myself setting off to run a lot more errands in this car, with even long intra-city commutes handled with ease; podcasts on the clear audio system keeping me company.

What I’ve often found, however, especially when driving on a low battery, is that Eco mode is not as well calibrated. The responses are quite severely dulled down, and that means you need to keep using more and more throttle to get a move on. I soon switched back to Normal, almost every single time.

Where the Windsor also did well was that despite being a monovolume, the design has wide appeal. Sure, it has an unconventional profile, an unconventional cab-forward stance and an unconventional seating position. But the design works so well, first impressions from passengers are overwhelmingly positive. Many passengers commented on its modern looks and the spacious feeling in the rear. And doesn’t the stepped nose up front, with its chrome embellishments, work well?

MPV profile nicely packaged with modern details and look.

The MG Windsor, however, also has its fair share of issues and irritants. For one, insulation is very poor. It’s tolerable at lower city speeds, but past 70 or 80kph, road noise gets so prevalent, you start looking around for a commercial vehicle overtaking you. There is none. Then there’s the fact that the ride often gets brittle and unsettled, and go faster, such as on the Coastal Road in Mumbai, and stability at speed is also nowhere near as good as it should be. Some of this is down to the Windsor’s raised ride height and tall stance. But hey.

Over the time we’ve had the car, I’ve also come across a litany of questionable details in the cabin. To begin with, the seats have diamond-quilted covers that prod you in the back and feel unnecessarily ‘textured’. Then a lot of the plastics feel low-rent and cheap, especially the faux wood and the top of the dash. This includes some of the toggle switches used for the aircon and, especially, the gear selector stalk. Then there’s the fact that the screen is a size too large and in your face, and the left bottom of the windscreen is obscured by it; especially irritating when you are parking in a tight place.

Even important functions like adjustments of the mirrors are on the screen

Then, of course, almost everything is controlled from the screen. This includes adjustment of mirrors, drive modes and regenerative braking, among others. So, often, you find yourself stopped on the side of the road, diving into a menu. And more often than not, the said feature is difficult to find. Too much of a good thing here, for sure. It’s only right that buttons are coming back.

Then there’s the fact that while the fonts on the massive screen are huge, those on the digital ‘instrument panel’ are tiny and often difficult to read in a moving car. There’s also no spare tyre, only a puncture kit, of no use if you get a sidewall cut, and this version of the car gets no parcel tray; annoying if you have to leave a bag or luggage.

No spare or space to keep one; all you get is a puncture repair kit.

What of the battery and the range? The 37.9 kWh battery, charged for the most part at our office in Byculla, Mumbai, indicates a 100 percent battery range of around 320kms and has been delivering an average of around 6.5 kilometers per kW. So yes, while the MG Windsor is a lot of EV for the money and offers plenty of convenience, space and comfort, MG has a long to-do list for the facelift.

MG Windsor test data
Odometer	17,500km
Price	Rs 16.99 lakh (ex-showroom, India)
Economy	6.5km/kWh (this month)
Maintenance cost	None
Faults	None
Previous report	January 2026, March 2026, July 2026

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Hyundai inaugurates Pune plant, to invest Rs 11,000 crore

Posted on October 14, 2026October 14, 2026 by admin

Hyundai Motor India has inaugurated its manufacturing plant in Talegaon, Pune, marking its first major manufacturing expansion outside Tamil Nadu. The facility currently has an installed annual production capacity of 1.7 lakh units, which is planned to increase to 3.2 lakh units by 2030. Managing director and CEO Tarun Garg announced that the company will invest Rs 11,000 crore in phases at the plant.

Hyundai Pune plant: Capacity and investment

Maharashtra Chief Minister Devendra Fadnavis inaugurated the plant on October 14, 2026. Hyundai Motor Group executive chair Euisun Chung and Hyundai Motor Company president and CEO Jose Munoz were also present.

Garg said, “We will invest INR 11,000 crore in phases at this facility. Beyond expanding manufacturing capacity, the facility will drive industrial development, innovation and employment generation in the region.”

The expansion will take Hyundai Motor India’s combined annual production capacity at its Pune and Chennai plants to nearly 11.4 lakh units by 2030, according to the company. The Pune facility also has an engine shop with an annual capacity of 1.5 lakh units.

The plant uses Hyundai’s E-FOREST digital factory platform, with AI-based quality checks, predictive maintenance, digital simulations and augmented reality-based worker training. Its production lines can support multiple internal combustion engine and hybrid models.

Hyundai Venue to be made at Pune plant

The Hyundai Venue will be manufactured exclusively at the Pune plant and exported to global markets. Hyundai plans to expand exports of the model to more than 35 countries.

The inauguration coincided with Hyundai Motor India marking cumulative exports of 40 lakh passenger vehicles since 1999 and domestic sales of nearly 1 crore passenger vehicles over its 30 years in India.

Chung said, “India remains one of Hyundai’s most important and strategic markets globally.” He added that the Pune plant reflected the group’s long-term commitment to India and that the export milestone highlighted the role of Indian manufacturing in its global operations.

Hyundai said 55 Tier-1 suppliers have invested nearly Rs 4,600 crore in Maharashtra. Nearly half of its supplier network is located within 50km of the plant. The combined Tier-1 and Tier-2 supplier network has generated more than 18,000 employment opportunities in the state, according to the company.

Hyundai also cited nearly 40 ongoing research projects with seven Indian academic institutions, covering battery technology, electrification and future mobility.

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Ducati Desmo450 MX models updated for 2027

Posted on October 13, 2026October 13, 2026 by admin

2027 Desmo450 MX Factory and 2027 Desmo450 MX from left to right.

Closely following the reveal of the Desmo450 SM, Ducati has now unveiled the 2027 version of its first off-roader, the Desmo450 MX. Like earlier, there’s also a Desmo450 MX Factory version that gets a slightly different look with additional equipment over the standard model. The Borgo-Panigale manufacturer has also dropped the prices for both models, by up to GBP 2,400.

Desmo450 MX gets bigger rear sprocket with reliability focused improvements elsewhere
Desmo450 MX Factory gets additional accessories such as a sump guard and disc guard as standard
Both models have become cheaper compared to their 2026 versions

2027 Ducati Desmo450 MX and Factory: What’s new?

Changes aimed at better performance and durability

Starting with the standard model, Ducati has made changes throughout the motorcycle in order to improve functionality, performance and ergonomics. The rear sprocket has been changed to a larger 51-tooth version compared to the earlier 49-tooth one, in order to improve the rear wheel torque while exiting corners. Both the gear and the brake lever tips have also been changed to offer better ergonomics and allow for more ergonomic foot movement during gear shifts and braking. The company has also upgraded numerous other components for improved reliability. These are all nuanced changes and the most identifiable way to differentiate the 2027 model from the 2026 version is with a new livery that features black logos instead of white.

On the Desmo450 MX Factory version, Ducati has increased the equipment on offer, while trimming off 800gm from its kerb weight. Considering the Desmo450 MX weighs 104.8kg on an empty fuel tank, that number becomes all the more important for the Factory version. In addition to receiving all the standard model’s improvements, the factory model gets extra dark Kashima coating on its 49mm fork and monoshock, plus a titanium oxide (TiO) treatment for superior wear resistance. The factory model exclusively gets a full Akrapovic exhaust system, which is said to reduce the overall weight by 1.7kg. The triple clamp unit is also machined from a single billet, to reduce weight even further. Ducati has given the factory version a sump guard, a disc rotor guard, and an RK MXU chain with O-rings. In addition to these existing pieces of equipment, a holeshot device is also standard, allowing the rider to manage acceleration and stability better during starts.

Ducati has also brought the WiFi module to the Factory version, last seen on the Desmo450 SM, that enables predictive maintenance and customisation of the motorcycle’s two ride modes via the company’s X-Link mobile app. For 2027, the factory version also gets a new Ducati Corse livery, featuring the red and black Ducati logo.

The prices for both Desmo450 MX models have dropped significantly in Europe. The 2027 Desmo450 MX is priced at GBP 9,495 (Rs 12.02 lakh) and the 450 MX Factory at GBP 10,795 (Rs 13.67 lakh). That’s a GBP 1,750 (Rs 2.22 lakh) drop on the regular MX, and a GBP 2,400 (Rs 3.04 lakh) drop on the MX Factory compared to their respective 2026 versions. Both are already arriving at various European dealerships, with the rest of the world to follow. However, the USA won’t be one of them where the limited edition MY26 model will be available exclusively instead. In India, the 2026 Desmo450 MX is available for Rs 17.23 lakh (ex-showroom). Neither the 2027 Desmo450 MX nor the 2027 Desmo450 SM are available here yet, and it remains to be seen if our market also sees similar price revisions at launch.

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Flying Flea now available in Hyderabad

Posted on October 9, 2026October 9, 2026 by admin

Royal Enfield’s electric sub-brand Flying Flea has expanded its India presence to Hyderabad, opening four customer touchpoints across the city. Hyderabad becomes the second city in the country to host Flying Flea stores, following Bengaluru.

Flying Flea C6 now available in Hyderabad across four touchpoints
Network follows hub-and-spoke model, with a dedicated technical hub at Erragadda
C6 priced at Rs 2.79 lakh, ex-showroom

Flying Flea Hyderabad network

For now, the brand has a company store and three other touchpoints in Hyderabad

The Hyderabad network spans one company store and three dealership outlets spread across the city. The move comes after customers in Bengaluru collectively clocked over 1 lakh kilometres on the Flying Flea C6, the brand’s sole product at the moment.

Flying Flea is also replicating its hub-and-spoke ownership model in Hyderabad. The company store in Erragadda serves as the dedicated hub for specialised technical support, while the spoke centres at Vanasthalipuram, Hi-Tech City and Kondapur will handle routine servicing and maintenance.

The expansion comes on the back of strong uptake in Bengaluru, where Flying Flea has since grown its presence to 11 touchpoints across the city. The brand has also recently expanded into Europe and the UK, with stores in Paris, London, Berlin, Barcelona and Rome.

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Mercedes-Benz E 220d long-term review, 15,000km report

Posted on October 4, 2026October 4, 2026 by admin

My start-up ritual is always the same. Fire the engine, drop the windows and take the fan speed to max. It’s the fastest way to vent the greenhouse and cool the cabin, especially on a baking hot day. On the E-Class, this, however, presents something of a problem. Pushing the fan speed up to maximum is a two-step process. You first have to select the fan-speed icon on the bottom of the touchscreen, and once you’ve hit that accurately, then it’s tap, tap, tap it up to max. This is not something you can do while reversing, as the camera feed pops up on the screen. And then you have to judge gaps, steer and move the car back and forth. There, however, is a hack – all I do is say, “Hey Mercedes, take fan speed to maximum,” and the blower speed increases, even as I work to get out of the parking lot. At times, I even ask Mercedes to open the windows. ‘Helga’ comprehends quite a lot these days.

Reversing pictogram is tiny, and you can’t see obstacles clearly.

Over the weeks I’ve been driving the car, I’ve also found that, apart from being thoroughly modern, there’s also plenty of traditional ‘Mercedes’ in the E-Class, something that just elevates the experience. Sure, there are a few bits that make you ask “is this really Mercedes?”… such as the build of the gear selector or some creaky plastics, a culprit here seems to be the dashboard camera mounting that sounds a bit creaky. But what lends a tremendous sense of well-being is just how robust and solid the fundamental structure feels.

A few dashboard creaks can be heard, the culprit seems to be the camera mounting.

Then, there’s how majestically it rides over our pothole-infested and poorly patched roads. An essential skill in our conditions, something I appreciate almost every second I’m in the car. The suspension is supple and absorbent, and the E remains flat even over bad patches, with vertical movement superbly damped. Worth noting is the fact that in our conditions, where sharp bumps abound, coil springs often get the better of air springs, the steel coils reacting to sharp bumps and sudden changes in direction more seamlessly. And then, of course, this car gets both the long wheelbase and, more importantly, the sedan advantage; no SUV, like-for-like, can ride as well as a sedan.

Even the worst surfaces are ridden over with great suppleness.

Ladled in with the good build and great ride is superb insulation. Sitting in the cabin just cuts you off from so much noise going on outside. Sure, you can hear loud spikes, but the general hubbub of Indian traffic just fades into the background. This allows the long-wheelbase E-Class to cover ground in a graceful, elegant and effortless manner, the chaotic and loud world around you somewhat muted. I can’t help thinking of this every time I cross one particularly noisy junction in Byculla near our office in Mumbai.

The 220 diesel also impresses when it comes to refinement. First up, it’s difficult to tell this is a diesel at low and medium speeds from the passenger seat. This is especially true once the engine is warmed up. Sure, you can look at the tachometer and the truncated powerband and guess, but with no typical diesel rattle at low engine speeds and no clatter under load, telling passengers in the car this is a petrol, and getting them to believe it, is a fun game I often played. It’s only when you rev the engine close to the redline that there is a faint diesel drone.

Want to fall in love with
diesel again? Take this car
on a long drive.

What’s odd about the diesel is that it feels way too relaxed and laid back when you need to take off from rest. Squeeze down gently on the accelerator pedal, say as the traffic lights turn green, and, at times, the car barely moves. This makes you tap the throttle a bit harder and gets you to second guess yourself. Not comfortable when you are sat with large commercial vehicles bearing down on you at the lights. It only appears to be a matter of tuning; it doesn’t happen in Sport. Once on the move, the hybrid system delivers 27hp of e-boost so seamlessly, it’s tough to pinpoint when exactly the e-power comes in; and then power flows in a seamless, smooth, almost petrol-like manner. You do miss the turbo-diesel spike of torque at low speeds, though; today’s tighter emission-control norms somewhat strangle the responses.

Two red stars in tail-light tell you this is an E-Class, even at a distance.

Over the time we had the car with us, we also discovered a few other niggles. The ‘glass’ dashboard picks up too many fingerprints, to begin with, and these prove difficult to clean. The E-Class also isn’t the most comfortable five seater, the narrow centre seat is only usable for short drives. Then, at times, because of the long wheelbase, some of the large speedbreakers are better traversed at an angle, so that the belly of the car is raised higher. This is especially when the car is fully loaded.

Piano black and polished glass pick up fingerprints very easily.

What endears you to this car, however, is that the new E-Class steers much better, even managing to sort of shrink around you when you begin to enjoy wheel time. That, of course, and the sheer comfort and calm you get when you are sat at the rear, the refinement, plush ride and solid build delivering a near-first-class experience in the back. And then, since it’s a diesel with a healthy e-boost, it’s also super-efficient, currently the most fuel-efficient car in our fleet, double digits in the city, and from a car this size! It ticks so many boxes, no wonder it’s still the class leader by a country mile, and that’s despite the healthy premium it asks for.

Mercedes-Benz E 220d test data
Odometer	15,203km
Price	Rs 83.5 lakh (ex-showroom, India)
Economy	11.6kpl (this month)
Maintenance cost	None
Faults	None
Previous report	May 2026, July 2026

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Kawasaki Teryx KRX4 1000 – Off-Road Without Limits

Posted on October 3, 2026October 3, 2026 by admin

Kawasaki has officially brought its range of side-by-side vehicles (SxS) to India, and it’s a line-up that caters to vastly different applications. At one end are workhorses designed for agriculture, utility duties and passenger transport, while at the other are machines built purely for adventure. The range includes the Teryx 4 H2, Teryx KRX 1000, Teryx KRX4 1000, Ridge Crew and Mule Pro-FXT 1000 LE. We got the opportunity to spend a short time behind the wheel of the Teryx KRX4 1000, a four-seat performance-focused buggy designed to tackle the roughest of terrain.

Think of it as an oversized, highly capable off-road buggy. Power comes from a 999cc parallel-twin engine producing 110hp at 8,300rpm and 102Nm at 7,000rpm. It rides on 15-inch wheels wrapped in chunky Maxxis Carnivore tyres, gets long-travel Showa suspension with adjustable damping, Electric Power Steering (EPS), selectable two- and four-wheel drive, and a CVT transmission. So, on paper, it has all the ingredients required for serious off-road exploration.

Hoseable interiors that don’t mind getting dirty.

Our short drive took place on the course at Pro Dirt Adventure, and my allocated two laps weren’t much, but they were enough to understand what makes the KRX4 such an interesting machine. The first thing to note is that it is a left-hand-drive vehicle, but it’s not street legal anyway, so on dirt trails and farms, this is ok. The CVT transmission keeps things simple, select High, Low or Reverse, choose between 2WD or 4WD, release the brake and you’re off. Given the steep climbs, descents and loose surfaces on the course, I kept it in 4WD throughout.

Initially, the KRX4 creeps forward gently, but push the throttle pedal harder and it suddenly comes alive once it hits the mid-range rpms. The acceleration isn’t neck-snapping, but it is strong enough to make the buggy feel lively. The CVT keeps the power flowing smoothly and removes the stress of gear changes or stalling, allowing you to focus entirely on picking your line.

Showa long-travel suspension to tackle the roughest of terrain.

What impressed me the most, however, wasn’t the engine. It was the suspension. The amount of abuse this chassis can absorb is remarkable. Mounds that would stop a bona fide SUV are dismissed with ease. It simply plows through and carries on. I also got the chance to ride as a passenger while one of the lead drivers tackled a rocky section that looked completely impossible from the outside. Large boulders that would have most drivers second-guessing their route barely seemed to faze the buggy. It constantly gives you the impression that you’re nowhere near its limits.
The Maxxis Carnivore tyres deserve equal credit. Designed specifically for aggressive off-road terrain, they claw into loose dirt with confidence. Of course, because the cabin is completely open, every burst of throttle also means mud, dirt and stones are being flung towards the occupants. It’s all part of the experience, and oddly enough, it adds to the fun.

One section of the course featured a small jump where you could really commit to the throttle. The KRX4 launched cleanly, landed with complete composure and simply carried on as if nothing had happened. It’s difficult not to come away impressed by just how confidence-inspiring the suspension package is.

15-inch wheels with chunky Maxxis tyres.

That said, the motorcycle-oriented track did expose one limitation. The hairpin corners were simply too tight for something this large. During my first lap, I actually had to reverse a couple of times just to negotiate the sharpest turns. With more seat time, experienced drivers would no doubt learn to slide it through these corners, but as a newcomer, there was always the thought of tipping it over if I got my steering or throttle inputs wrong.
The learning curve, however, is surprisingly short. By the beginning of my second lap, I already felt significantly more comfortable. I carried more speed, trusted the suspension more and found myself driving much more naturally. It’s one of those machines that becomes less intimidating with every passing minute.

The Teryx KRX4 1000 has the raw, playful nature of riding an enduro motorcycle, but combines it with the ease, security and practicality of four wheels. You’re strapped into a proper roll cage, splashing through mud, climbing impossible-looking terrain and jumping over obstacles that would stop most vehicles in their tracks. It feels familiar to anyone who enjoys off-road motorcycles, while also offering an entirely different perspective on the same adventure.

Storage space for when you aren’t going full send.

Of course, ownership in India won’t be entirely straightforward. These side-by-sides aren’t road legal, so they’ll largely live at private properties, farms or dedicated off-road parks. There’s also the issue of fuel. Since they aren’t E20-compatible, sourcing the right petrol in remote locations, exactly where owners are likely to use them, could require a bit of planning. Kawasaki says it will support customers with maintenance, but the logistics of ownership are certainly something prospective buyers will need to consider.

Then comes the price. Kawasaki’s side-by-side range starts at Rs 38 lakh and stretches all the way to Rs 78.90 lakh, firmly placing these machines in niche territory, with this model costing Rs 52.9 lakh. The Teryx KRX4 1000 isn’t something you buy because you need it. You buy it because it unlocks a type of adventure that few other machines can offer. After just two laps, I walked away wanting more, and after experiencing it, I can only imagine how wild the 250hp supercharged Teryx 4 H2 must feel like.

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Ducati Desmo450 SM Image gallery

Posted on September 25, 2026September 25, 2026 by admin

Outside image showing a drift being performed on the Ducati Desmo450 SM

Other parts such as the handguards and fork guards have been made smaller to fit the discipline, and the SM sports slicks as standard, making it the first and only production Ducati to do so. The bike gets a 16.5-inch front rim and a 17-inch rear rim with a Bartubeless system. According to Ducati, this system reduces the rotating and unsprung mass on the bike by 1.2kg. The factory-fit slicks are Metzeler Racetec Slick SMs, the same as those used in the Supermoto World Championship.

The engine is a 449.6cc single-cylinder mill, delivering 63.5hp and 53.5Nm of torque. The maintenance intervals remind you once again that Ducati is aiming the Desmo450 SM at serious riders for competitive racing. An oil change is recommended every 15 hours of riding, with piston replacement and valve clearance checks necessitated every 45 hours. Ducati recommends a full engine overhaul every 90 hours of riding.

At the time of writing, Ducati has announced that the Desmo450 SM will be available in European markets starting December 2026, followed by the rest of the world. In Italy, the asking price for the Desmo450 SM is EUR 13,990 (Rs 15.38 lakh). For context, the Desmo450 MX costs EUR 12,990 (Rs 14.28 lakh) in Italy, whereas in India, it is priced at Rs 17.28 lakh.

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Ducati unveils production-spec Desmo450 SM

Posted on September 21, 2026September 21, 2026 by admin

After its first look during Ducati World Week, the Italian manufacturer has unveiled the Desmo450 SM supermoto, based on the Desmo450 MX platform. Ducati appears to be aiming it squarely at racing enthusiasts, with its equipment, design, and maintenance centred around that use case. The lack of a headlight is another obvious sign that it’s not meant to be street-legal.

Gets adjustable front and rear suspension with 280mm and 295mm travel, respectively
Has 16.5 front and 17-inch rear rims with tubeless tyres
Only production Ducati to have race slick tyres as standard

Ducati Desmo450 SM: What’s different from the Desmo450 MX?

Almost completely reworked for the supermoto discipline

Even though the platform is shared with the Desmo450 MX, Ducati has reworked it in almost every way for the Desmo450 SM. Starting with the suspension, Ducati has sought Showa’s help in redesigning it for supermoto use. The SM uses a Showa sealed cartridge 49mm USD fork with 280mm travel that is adjustable for compression and rebound. The monoshock at the rear has 295mm travel, and is fully adjustable. Ducati says the suspension enables precise braking and corner entries, while keeping the balance and traction intact. The twin-spar aluminium frame, however, is shared as-is with the Desmo450 MX.

Other parts like the handguards and fork guards have been made smaller to fit the discipline and the SM sports slicks as standard, making it the first and only production Ducati to do so. The bike sports a 16.5-inch front rim and a 17-inch rear rim with a Bartubeless system. According to Ducati, this system reduces the rotating and unsprung mass on the bike by 1.2kg. The factory-fit slicks are Metzeler Racetec Slick SMs, the same as those used in the Supermoto World Championship. Speaking of which, the Desmo450 MX has already seen quite a bit of success in the 2026 Supermoto World Championship, at the hands of four-time world champion Marc-Reiner Schmidt.

The engine is a 449.6cc single-cylinder mill, delivering 63.5hp and 53.5Nm of torque. Thanks to the Desmodromic valve train, the rev limiter is set at 11,900rpm, offering a wide power band and flexible riding. The fuel tank capacity is 7.2 litres; with an empty fuel tank, the SM weighs just 109kg.

Braking duties are handled by a Brembo stylema radial caliper with a 310mm Galfer front disc and a 240mm Galfer rear disc with Brembo floating caliper. Other rider aids include Ducati Traction Control, Engine Brake Control, Launch Control, up-only quickshifter, and a Suter slipper clutch. All the control systems are tied to the two ride modes on offer, and can be customised to the rider’s liking using Ducati’s X-Link app.

The maintenance intervals remind you once again that Ducati is aiming the Desmo450 SM at serious riders for competitive racing. An oil change is recommended every 15 hours of riding, with piston replacement and valve clearance checks necessitated every 45 hours. Ducati recommends a full engine overhaul every 90 hours of riding. If you’d like electronic assistance with this, Ducati offers a Com-Link module as an accessory which assesses the wear on engine components to make maintenance precise and efficient over time.

At the time of writing, Ducati has announced the Desmo450 SM will be available in European markets starting December 2026, followed by the rest of the world; Ducati hasn’t indicated if India will be one of the markets to get the Desmo450 SM at this time, but considering that the Desmo450 MX was launched here a year after its global debut, we could see the supermoto sibling here as well. In Italy, the asking price for the Desmo450 SM is EUR 13,990 (Rs 15.38 lakh). For context, the Desmo450 MX costs EUR 12,990 (Rs 14.28 lakh) in Italy, whereas in India, it is priced at Rs 17.28 lakh. We could thus expect to see the Desmo450 SM to sit above the MX if and when Ducati launches it here.

All prices as ex-showroom. EUR-to-INR conversion based on current exchange rates.