The Tata Nexon received a comprehensive facelift in September 2023, bringing a sharper exterior, a redesigned interior and more technology. It retained its compact SUV dimensions while offering a wide powertrain choice, along with manual and automatic gearbox options for both petrol and diesel. With its generous equipment, practical cabin and SUV-like stance, the facelifted Nexon makes a compelling case as a used buy.
The 2023 Nexon was a significant styling departure from its predecessor, featuring slim sequential LED DRLs and headlamps positioned lower in the bumper. Revised bumpers, a new grille, connected LED tail-lights and redesigned alloy wheels gave it a more modern appearance. The cabin also received a thorough redesign, including a two-spoke steering wheel, a digital instrument cluster and a new touch panel for the HVAC controls. But, it retained its strengths of a spacious and practical cabin, a solid feature set and well-sorted ride and handling.
Petrol, diesel and CNG options; MT, AMT and DCT gearboxes
Under the bonnet, the Nexon continued with its 1.2-litre turbo-petrol and 1.5-litre diesel engines. The petrol engine produces 120hp and 170Nm, while the diesel makes 115hp and 260Nm. Gearbox options included a 5-speed manual, 6-speed manual, 6-speed AMT and 7-speed dual-clutch automatic, depending on the engine and variant. A CNG version was added to the line-up later, which featured the same 1.2-litre petrol engine and came with a 6-speed manual only. The CNG came with Tata’s innovative twin tank setup under the boot floor, which meant a usable cargo space and spare tyre were retained.
The petrol engine is suitable for everyday urban driving, while the diesel’s higher torque makes it better suited to buyers for highway use. The automatics, of course, are the choice for someone looking for an easier driving experience. The CNG makes sense for high running.
Tata Nexon variants and features
10.25-inch touchscreen, 360-degree camera, ventilated seats and more
The 2023 Nexon was offered in Smart, Pure, Creative and Fearless trim levels at launch, with equipment varying by variant. Top-spec versions featured a 10.25-inch touchscreen infotainment, a 10.25-inch digital cluster, wireless Android Auto and Apple CarPlay, connected-car tech, a 360-degree parking camera, ventilated front seats, cruise control, leatherette upholstery and a sunroof. Safety equipment included six airbags, electronic stability control and ISOFIX child-seat mounts. The Nexon has also received a five-star Global NCAP crash safety rating under the enhanced 2022 protocol.
As is always the case with Tata products, the Nexon line-up has been regularly updated with the addition/deletion of certain variants, special editions and new features like a panoramic sunroof and Level 2 ADAS tech. With such a widespread line-up, choosing the right one can be tricky. Pick based on your budget and the non-negotiable features you’d want. As it is, even the mid-spec trims come well equipped and have more than the basics covered.
Tata Nexon reliability and aftersales
Tatas are not known to be very reliable, but with the Nexon’s long run, bugs have been ironed out, and these Nexons have proven to be a generally reliable package. Spare parts are easily available, and you’re backed up by Tata’s wide service network throughout the country, though their service quality varies.
What to look out for in a used Tata Nexon
Electronic glitches
The 2023 Nexon introduced a larger touchscreen, a digital cluster, a 360-degree camera and LED lights. Before buying, test the touchscreen thoroughly, connect your phone and check that the 360-degree camera works as intended. Make sure the cluster has no warning messages or glitches and that the LED lights work correctly. Some owners have faced issues with these.
Suspension wear
Nexons that have spent considerable time on poor roads can develop wear in suspension components. Drive it over speed breakers and uneven surfaces, listening for knocking sounds or excessive crashing, as these are signs of worn-out suspension components.
Auto gearbox health
During a test drive, check for excessive juddering, hesitation, delayed engagement or unusual noises, particularly in slow-moving traffic, as these could be signs of potential trouble with the auto gearboxes.
Used Tata Nexon service history and warranty check
Look for a Nexon that comes with a detailed service history or one that has an extended warranty package, as that will give you additional peace of mind since you are buying a pre-owned example.
Second-hand Tata Nexon price and resale value
Rs 7 lakh-11 lakh
The price of a used 2023 Tata Nexon will depend on its engine, gearbox, variant, kilometres driven, ownership history and condition. Petrol manual examples will be the most affordable, while the diesel and CNG versions tend to be the more expensive ones. However, refrain from spending too much more than Rs 11 lakh, as you’d rather be better off buying a brand-new one.
For 2027 Ducati has made changes throughout the Desmo450 MX in order to improve functionality, performance, reliability 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. The easiest way to differentiate the new model from the outgoing version is the new livery, featuring black logos instead of white.
On the Desmo450 MX Factory version, Ducati has increased the equipment on offer while trimming off 800g from its kerb weight. The factory model exclusively gets extra dark Kashima coating on its 49mm fork and monoshock, plus a titanium oxide (TiO) treatment for superior wear resistance. It also receives more accessories as standard, and a different drive chain than the standard version. The factory version also gets a new Ducati Corse livery featuring the red and black Ducati logo.
Prices for both Desmo450 MX models have dropped significantly in Europe. The 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. In India, the 2026 Desmo450 MX is available for Rs 17.23 lakh (ex-showroom).
Kawasaki has launched the KLX300 XPL in America, priced at USD 6,499 (equivalent to Rs 6.17 lakh). This travel-oriented dual-sport motorcycle is based on the base KLX300 but has factory-fitted accessories which include a tall windscreen, handguard and rear carrier. This lineup also comprises the standard KLX300, the KLX300 DF (which adds a hand guard and a rear carrier as standard), and KLX300 SM (supermoto with 17-inch wheels and road-focused tyres).
Powered by a 292cc liquid-cooled engine making 27hp, 25Nm of torque
Gets adjustable suspension both at the front and rear
Uses a 21/18 wheel setup like the KLX230
2027 Kawasaki KLX300 XPL details
The liquid-cooled single-cylinder engine makes around 27hp and 25Nm of torque
Setting the new KLX300 XPL apart from the rest of the range is a distinct round LED headlight. All four variants are powered by the 292cc liquid-cooled single-cylinder engine, producing 26.8hp at 8,000rpm and 24.9Nm of torque at 6,800rpm, paired with a 6-speed gearbox. Kawasaki has introduced revised internals like a new connecting rod bearing design across the 2027 range to enhance engine performance and reliability. The twin-radiator setup from the previous model has also given way to a repositioned single unit to accommodate the new ABS hardware.
On the features front, the 2027 updates brings a redesigned LCD instrument cluster with smartphone connectivity through the Kawasaki Rideology app. Kawasaki has also equipped the KLX300 lineup with front-wheel ABS, which can be disabled to tailor braking performance when riding off-road. When the motorcycle is turned off and restarted, ABS automatically returns to its default active setting.
Chassis setup comprises a double cradle frame paired with an aluminum swingarm. Up front, it features a 43mm USD fork with adjustable compression damping, while the rear gets a fully adjustable link-type monoshock. Despite the additional equipment on offer, the KLX300 XPL (142kg) only weighs 3kg more than the KLX230 which is sold in India (139kg).
In theory, the KLX300 would make for a good step up from the KLX230 (Rs 2.19 lakh ex-showroom) sold in India, which has an air-cooled 233cc motor. However, Kawasaki India currently has made no announcement to indicate that the liquid-cooled KLX models will be coming to our shores.
USD-to-INR conversions are based on exchange rates at the time of writing.
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 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.
TVS has updated its premium 110cc commuter, the Radeon just in time for the festive season. This update comprises all-LED lighting along with new colour options. The prices now range from Rs 67100 to Rs 73100 ex-showroom, Delhi. We are still awaiting confirmation from TVS if the previous model and the updated model will be on sale simultaneously. Compared to the previous model, the price of the base variant has increased by Rs 1,250, while the top-spec Disc variant is now Rs 7,500 cheaper.
Now gets all LED lighting
Powered by the same 110cc engine as before
Front disc brake only on top Digi-disc variant
2026 TVS Radeon: What’s new?
Gets all LED lighting and new colour schemes
The revised model gets an all new LED headlight with a signature DRL, new LED tail light and LED turn indicators, which are standard across all three variants (Base, Digi-Drum and Digi-Disc). It retains the same design silhouette as before. Now to match the updated aesthetics of the motorcycle it features a new set of colour options. The base variant is offered in Black & Blue and Black & Red colour options. The Digi-Drum variant is available in Black & Red, Black & Orange and Red & Black DT, and the top Digi-Disc variant comes in two colour options Black & Orange and Red & Black DT.
With this update the prices have also been revised, now the prices start from Rs 67100 for the base variant, Rs 70100 for the Digi-Drum and Rs 73100 for the top Digi-Disc variant. The rest of the motorcycle remains the same as before. It continues to be powered by the 110cc air-oil cooled engine, which makes 8hp and 8.7Nm of torque, paired with a 4-speed gearbox, similar to the other motorcycles in its segment.
The TVS Radeon stands out as one of the more premium offerings in its segment by offering features like all-LED lighting, USB charging, colour-digital instrument cluster, and an optional disc variant. By comparison the Honda Livo (Rs 80330 to Rs 82897) offers Japanese reliability at a premium price, and Bajaj offers better ride quality on its CT 110X (Rs 74930) and the Platina 110 (Rs 75797). As a whole package the Radeon brings more features to the table at an aggressive pricing compared to its rivals, which is its strong point in typical TVS fashion.
Best OnlyFans Sites: A Practical Guide for Creators and Fans
Understanding OnlyFans and What Makes a Site Among the Best OnlyFans Sites
OnlyFans started as a subscription‑based platform that lets creators share exclusive content with paying fans. Over time, dozens of similar services have emerged, each tweaking the original formula with different feature sets, revenue models, and community tools. When you hear the phrase “best only fans sites,” it usually refers to platforms that balance creator freedom, fan engagement, and reliable earnings.
To differentiate the top choices, focus on three core pillars: the robustness of the platform’s features, the fairness of its pricing and revenue share, and the strength of its security and support infrastructure. By anchoring your decision on these pillars, you can avoid gimmicks and choose a service that truly meets your business needs.
Key Features and Benefits to Look For
A solid platform will offer a set of essential features that empower both creators and fans. Look for a customizable dashboard that lets creators schedule posts, manage subscriptions, and track earnings in one place. Automation tools such as scheduled posting, auto‑reply messages, and workflow integrations can save time and keep the audience engaged.
Benefits of these features include higher fan retention, smoother monetization, and the ability to scale your content operation without constantly juggling manual tasks. When a platform bundles these capabilities into an intuitive interface, it becomes a strong candidate among the best only fans sites.
Feature Checklist
Content scheduling and calendar tools
Advanced analytics dashboard
Built‑in messaging and automation
Multiple payment gateways
Customizable subscription tiers
Pricing Models and How They Influence Your Decision
Pricing structures vary widely across platforms. Some charge a flat monthly fee, while others take a percentage of creator earnings. Understanding these models helps you forecast net revenue and choose a site that aligns with your financial goals.
When evaluating the best only fans sites, compare the total cost of ownership—including transaction fees, payout schedules, and any hidden charges. A platform with a higher revenue share but lower transaction fees might ultimately be more profitable than one with a low percentage but hefty processing costs.
Typical Pricing Comparison
Platform
Monthly Subscription Range
Revenue Share
Unique Feature
Platform A
$4.99 – $49.99
80%
Integrated live‑stream tipping
Platform B
$5 – $50
85%
AI‑powered content suggestions
Platform C
$3 – $45
78%
Multi‑currency payouts
Security, Reliability, and Support – Non‑Negotiable Factors
Any platform handling paid subscriptions must prioritize security and reliability. Look for encryption standards, two‑factor authentication, and regular third‑party security audits. A reliable uptime record ensures that fans can access content without interruption, protecting both creator reputation and revenue.
Equally important is responsive support. Whether you need help with onboarding, troubleshooting payouts, or addressing policy questions, a dedicated support team that offers live chat or ticket‑based assistance can make a big difference. Choose a site whose support hours align with your operating timezone.
Support Features to Expect
24/7 live chat or email ticketing
Comprehensive knowledge base
Account manager for high‑volume creators
Clear escalation path for security incidents
Setup and Integration: Getting Started Quickly
Fast onboarding reduces the time between signing up and earning your first subscription. The best only fans sites typically offer step‑by‑step guides, video tutorials, and pre‑built integrations with popular marketing tools such as email newsletters and social media schedulers.
Here’s a simple three‑step setup process you can expect:
Create an account and verify your identity.
Customize your profile, add payment details, and set subscription tiers.
Connect your preferred social channels and schedule your first batch of content.
Following these steps ensures a smooth launch and lets you focus on creating rather than troubleshooting.
Use Cases: Who Is Each Platform Best For?
Different creators have distinct needs. Some prioritize high revenue share, while others need advanced analytics or niche community features. Below are common use cases and the platform type that usually fits best.
Typical Creator Profiles
Fitness influencers: Need integrated live‑stream workouts and tipping.
Artists and photographers: Require high‑resolution media support and customizable galleries.
Adult content creators: Look for strong privacy controls and discreet billing.
Educators and coaches: Benefit from subscription bundles and private messaging.
Small‑scale hobbyists: Prefer low monthly fees and simple dashboards.
Matching your primary goals with the platform’s strengths helps you choose the most suitable site among the best only fans sites.
Final Checklist Before You Sign Up
Before committing to any platform, run through this quick checklist to ensure you’ve covered the essential criteria:
Feature set matches your content workflow.
Revenue share and pricing are transparent.
Security protocols meet industry standards.
Support channels are responsive and available in your timezone.
Onboarding process aligns with your launch timeline.
Keeping this list handy will help you avoid costly surprises and set a solid foundation for sustainable growth. For more insights and real‑world examples, visit the best onlyfans blog.
The midsize SUV space is now more competitive than ever. Just the last few months have seen new launches in the form of the Tata Sierra, Renault Duster, Nissan Tekton and the facelifts of the Volkswagen Taigun and Skoda Kushaq. Then there are the venerable Kia Seltos and the Hyundai Creta, the latter of which is set to receive a new-gen model next year, and an all-new entrant, the Hyundai Bayon, is about to join the ranks.Powertrain choices have been expanding too; diesel continues to be popular, turbo petrols add a dose of excitement, CNG is fast becoming the high-mileage option and there’s electrification in the form of hybrids and full EVs.So in a bid to keep it relevant, Honda has updated its midsize SUV contender, the Elevate, and here’s how it all comes together.
Design and engineering – 8/10
Features a new gloss black grille with a honeycomb pattern and a segmented LED light bar.
Honda has given the Elevate a subtle design update, but the changes are effective enough to give the SUV a fresher, more contemporary look without straying far from the original design. The biggest revisions are concentrated at the front end, where a new segmented LED light strip links the LED headlamps and the thick chrome band above them has been replaced with gloss black trim. The front grille gets a revised mesh pattern and a gloss-black finish, lending the front end a slightly sportier, more butch appearance. The Honda badge now sits on the bonnet rather than within the grille, while the fog-lamp housings are now finished in body colour instead of black for a cleaner look.
New LED light bar now connects the tail-lamps, giving it a more cohesive appearance.
It’ll take a keen eye to spot the changes along the sides as they’re limited to a new gloss black body cladding instead of a matte finish, silver coloured inserts in the cladding on the doors instead of body colour and a darker finish for the 17-inch alloy wheels which continue with the same design. At the rear, the facelift introduces a new LED light bar that connects the tail-lamps, giving the tailgate a wider, more cohesive appearance, particularly after dark. Rounding off the updates is a new Nordic Forest Pearl paint shade, as you can see in the pictures here.
As for dimensions, it continues to measure 4.3 metres in length, nearly 1.8 metres in width and just over 1.6 metres in height. It’s based on the City platform, but gets a stretched 2650mm wheelbase, wider tracks front and rear and a substantial 220mm of ground clearance.
Interior space and comfort – 8/10
The cabin gets more substantial updates than the exterior, with the changes aimed at improving comfort and perceived quality. To start off, there’s a new ivory and black dual-tone upholstery theme that enhances the sense of space inside and is perhaps more neutral than the tan upholstery earlier. It will be tough to clean though, thankfully there is the option of all-black upholstery with the ‘Black’ edition Elevate.
Upholstery is now ivory and black with a new leatherette panel on the dash; cabin remains practical and feels well-built.
The dashboard has been revised too, with more white leatherette padding and stitching replacing the outgoing model’s faux wood trim, and the AC controls have been revised, now housing the seat ventilation buttons. Honda has even updated the roofliner fabric which looks and feels much nicer than the older woven roofliner. All of this gives the cabin a fresher look, although the overall layout remains familiar.
Front seats remain comfortable and now feature ventilation and power adjustment.
Ergonomics remain a strong point, with the Elevate offering a commanding driving position and supportive front seats that make it easy to get comfortable behind the wheel. The lumbar support, however, might feel excessive for some and taller people may find underthigh support a bit lacking.
Ample headroom and kneeroom but best for two adults thanks to the narrow width and raised centre seat.
At the rear, space is generous, with plenty of kneeroom and headroom making it a very comfy place for two adults. However, fitting a third passenger will be tight thanks to the cabin’s limited width and raised centre seat. There are no sunblinds either, but Honda has added an adjustable headrest and a three-point seatbelt for the centre passenger, which was an omission earlier. Features back here include dedicated AC vents, USB charging ports, a fold down centre armrest with cupholders, new capacitive-touch LED reading lamps and the most prominent, seat ventilation.
428-litre boot can fit in more than the number suggests; continues to feature a spare tyre under the boot floor.
Practicality, meanwhile, remains a strength, with the Elevate offering ample storage spaces throughout the cabin. The boot is also a substantial 458-litres and can pack in much more than the number would suggest. What’s also nice is that it continues to get a spare tyre under the boot floor.
Features and safety – 8/10
360-degree parking camera is a helpful addition but has limited angles of view and a small display on the screen.
The Elevate facelift addresses some of the key equipment gaps in the outgoing model, bringing a more comprehensive feature set to the table. In terms of safety features, there’s now a 360-degree camera (its display on the screen is quite small though, with limited angles of view), which works alongside the existing ‘LaneWatch’ camera, though curiously this feature is still only for the left hand side.
ADAS suite now packs in a useful low-speed follow function for the adaptive cruise control.
Front parking sensors have also been added to make parking and manoeuvring in tight gaps easier. However, the CVT variants get even more safety kit in the form of an electronic parking brake with auto hold function, rear disc brakes and the addition of a low-speed follow function for the adaptive cruise control, which is useful in stop-and-go traffic.
Rear-seat ventilation is a first-in-segment, but it’s only available in the top-spec ZX+ trim.
As for comfort and convenience features, the most important additions are the ventilated front and rear seats, the latter which is a segment-first. Though they take some time to cool effectively, it has enhanced the Elevate’s cabin comfort. Then there’s powered front seats – 8-way for the driver and 4-way for the passenger – ambient lighting and a PM2.5 air purifier. Other than that, much of the existing equipment has been carried over unchanged.
AC controls have been revised with new buttons for seat ventilation; now features an air purifier too.
There’s a 10.25-inch infotainment touchscreen with wireless smartphone integration (though its software and feature set still feel basic at best), semi-digital instrument cluster, a single-pane sunroof, wireless phone charger, six airbags, ESC, traction control, camera-based ADAS tech including auto emergency braking, lane keep assist and more. Still however, there are some features missing that rivals offer like a dual-zone for the auto climate control, panoramic sunroof and powered tailgate.
Powertrain and refinement – 8/10
121hp, free-revving, naturally aspirated 1.5 petrol remains the only engine option with the Elevate.
There have been no changes under the hood of the Honda Elevate. It still continues to be powered by a 1.5-litre, four-cylinder, naturally aspirated petrol engine that produces 121hp and 145Nm. Gearbox options remain unchanged too, with a 6-speed manual and a 7-step CVT automatic, and we got to sample the latter. However, the engine has been future-proofed and is now WLTP emissions norms compliant while already being E20 fuel compatible.
This i-VTEC engine still impresses however. Throttle response is immediate, with no noticeable delay, making the engine feel sharp and eager. As before, the naturally aspirated motor pulls cleanly from idle all the way to the redline, in a smooth and progressive manner. However, it feels most energetic higher up the rev range, where it feels at its most potent too.
The 7-step CVT works well as an automatic, making light work of everyday commuting with its smooth operation. Paddle shifters with pre-set ratio points also give it some resemblance to a conventional automatic, allowing you to have greater control. However, push the throttle hard and the familiar ‘rubber band’ effect becomes apparent, with the engine holding on to high revs for extended periods, which doesn’t make for a relaxed driving experience. In this respect, Hyundai and Kia’s chain-driven CVT feels a bit smoother and more responsive than this belt-driven one.
As for performance, we managed a 0-100kph time of 11.89sec with the pre-facelift Elevate CVT and you can expect this facelifted model to be in the same ballpark. Expectedly, the manual does a quicker 10.82sec time to 100kph.
However, like before the lack of powertrain options is disappointing. In a time when rivals are offering diesels, turbo petrols, strong hybrids and CNGs, the Elevate has to soldier on with a solitary, naturally-aspirated petrol engine which restricts its appeal.
It feels quieter than before but there’s still prominent engine and road noise filtering into the cabin, especially on highways.
Honda has also worked on improving the Elevate’s noise insulation, an area where the existing model lacked. The company claims better isolation from both engine and road noise, but that has worked only to a small extent, in our experience. It feels quieter than before but there’s still prominent engine and road noise filtering into the cabin, especially at highway speeds, and there’s definitely more room for improvement here.
Fuel efficiency – 7/10
Given our short test drive, we didn’t subject the Elevate facelift to our real-world mileage tests. For reference though, the pre-facelift Elevate CVT did 8.60kpl in the city and 13.10kpl on the highway while the Elevate MT managed 8.7kpl in the city and 13.30kpl out on the highway. The Elevate CVT misses out on an Eco drive mode and auto start/stop, which certainly affects its fuel efficiency.
Ride comfort and handling – 8/10
Despite being a high-riding SUV, the Elevate feels remarkably composed on the move.
As before, the Honda Elevate continues to impress with its ride and handling balance. Despite being a tall riding SUV, it feels remarkably composed on the move. Suspension damping, though on the firmer side, is well judged and does a good job of ironing out road imperfections. It’s only when you’re travelling at triple digit speeds on an undulating highway is where you’ll notice quite a bit of vertical movement in the rear seat. But apart from that, the Elevate feels planted on the road.
Body roll is also well contained for a tall SUV, making it predictable around bends.
The steering is accurate and light at slow speeds, which helps with manoeuvrability, but it picks up weight progressively which is reassuring. Body roll is also well contained for a tall SUV and as such, it’s predictable around bends. As for the brakes, the CVT has gained rear discs but that hasn’t made a noticeable difference. Braking performance, like before, remains strong with a nice, progressive feel.
Value for money and verdict – 7/10
With this facelift, Honda has addressed some of the Elevate’s earlier shortcomings with some much-needed features and the updated look and feel inside the cabin. However, some drawbacks still remain like the lack of powertrain options and the below-par sound insulation.
It remains a sensible, practical midsize SUV that continues to prioritise the essentials over outright novelty.
What the Elevate continues to get right, though, are the fundamentals. It continues to offer a comfortable and practical cabin, a responsive engine and a well-sorted ride and handling package. Add to that the design refresh and the fairly expansive features list, and the Elevate facelift feels more rounded than before. Priced from Rs 11.80 lakh to Rs 18.40 lakh (ex-showroom), it’s still very competitively priced, though the new top ZX+ variant is up there with the heavy hitters.
Ultimately, the Elevate remains a sensible, practical midsize SUV that continues to prioritise the essentials over outright novelty. As a result, the Elevate facelift represents a great option for buyers who value comfort, everyday usability, reliability and the peace of mind associated with the Honda badge.
The Yamaha Tenere 700 is the middle weight adventure bike in Yamaha’s global line-up. It is powered by the CP2 engine – renowned for its reliability and exciting power delivery, which is also shared with its naked sibling the MT-07. The 689cc liquid-cooled parallel-twin-cylinder engine produces 73.4hp at 9,000 rpm and 68Nm at 6,500 rpm and is paired with a 6-speed gearbox.
The Tenere 700 gets a fully adjustable 43mm USD front fork with 210mm of travel and a link-type monoshock rear suspension, which can be adjusted for preload as well as rebound damping. The 21/18 inch wheels setup on the Tenere come with Pirelli Scorpion Rally STR adventure tyres as standard.
It is equipped with YCC-T (Yamaha Chip Controlled Throttle), which also brings two riding modes: Sport and Explorer, giving the possibility to choose the best power and torque characteristics to meet riding needs. ABS and TCS can also be turned off, giving the rider total control, which is particularly useful on unpaved surfaces. Complementing the electronics suite, the Tenere also features a 6.3 inch TFT instrument cluster to provide all the vital information. It is priced at USD 10,999 (Rs 10.54 lakh).
USD-to-INR conversions based on exchange rates at the time of writing
When most Indians picture a Yamaha RD350, a bike that looks like a UJM (Universal Japanese Motorcycle) with an air-cooled, twin-cylinder motor comes to mind. This was the bike on sale in India in the ‘80s via the Escorts licensing agreement, and it cemented Yamaha’s reputation as a maker of seriously fast motorcycles. However, during the same era, in global markets, there was a completely different bike being sold bearing the RD350 nameplate, crucially with an LC suffix (informally) attached to it. This version was never officially sold in India and packed a more powerful liquid-cooled motor, a sportier chassis and very different styling. What you see here is that very bike and, as you’ll read, this is quite a different animal to the air-cooled RD.
Genesis
At the end of the air-cooled RD’s lifecycle, Yamaha must have realised that while it was undoubtedly violently quick, it was also like wielding a double-edged sword – the rider could get hurt when putting its power down. Taming such a ferocious engine would simply need more sophistication from the chassis. To achieve that, the LC moved from the air-cooled bike’s archaic chassis to a new one that was actually inspired by Yamaha’s TZ350 racer of the era. This was complete with monoshock rear suspension and lighter cast alloy wheels, which also brought in the convenience of tubeless tyres.
The LC suffix in its name stands for liquid cooling, and Yamaha moved to this more modern architecture to extract more output from the 347cc twin-cylinder motor. Plus, with liquid cooling, you have tighter tolerances and better reliability even when you keep pushing the performance envelope – which a lot of people back in the day did, because the LC was a common sight on racetracks overseas owing to its relative affordability.
Water-cooled twin needs revs to make power, but once you do so, you better hold on!
Over the years, there were subsequent versions that made more power courtesy of YPVS (Yamaha Power Valve System), and at one point, there was even a fully faired version. This very example is from 1980 and is one of the earliest ones from the LC’s lifecycle. Introductions made, now it’s time to get down to business – what is it like riding this nearly half-a-century-old bike?
Forward Progress
Today, this bike might be 46 years old, but it honestly doesn’t feel ancient like the air-cooled RD does in many respects. However, on both RDs, the star of the show is the vociferous and powerful engine. Once you find an empty road, it is monumental fun to chase the 9,500rpm redline, grab another gear and repeat this grin-inducing cycle. Blasting past 100-120kph is very easy and the performance that the ‘Elsie’ has to offer feels much stronger than the roughly 45-50hp output its engine can make at its peak in stock form.
Now, the three words “at its peak” are very important ones here because the bottom end is very dull and weak, and the engine vehemently protests being below 4,000rpm! Perhaps it was just this bike, but anything below 3,000rpm required constant clutch slipping, and the engine really didn’t like being there. Above that threshold, you’ll make quick progress, although the real fun is to be had between 6,000rpm and the 9,500rpm redline.
This is a trait demonstrated by pretty much every two-stroke machine, no matter its displacement, architecture or cylinder count, so this isn’t a criticism, more a personality trait you need to work your way around. In fact, I’d wager that the way the LC pulls in the top three and a half thousand revs is so hard that it feels like even some current-day 60hp machines will be left in the dust.
It is pleasantly well-behaved around a corner for a near 50 year old bike.
Another reason you’ll very much want to keep the revs up is the high-pitched banshee howl it has for an exhaust note. The sound emanating from its twin upswept pipes when the revs are high and you’ve got the throttle pinned is a thing of real beauty! It’s real childlike fun to listen to a 2-stroke motor roar its heart out, and this twin belts out an awesome soundtrack, one that – sadly – no longer exists today.
In the past, I have had the pleasure of riding an air-cooled RD350, and while the violent nature of the engine and its rather heavy clutch pull are also present here, the LC’s ride and handling are a pleasant surprise! Since the LC’s frame was inspired by the TZ350 racebike (but was unique and road-biased), you actually had decent handling to somewhat effectively wield the firepower on tap. It doesn’t feel as delightfully taut as a similarly sized modern machine, but it also doesn’t feel like a horse-drawn carriage when you take a corner at speed.
Another very welcome surprise was that the LC provided surprisingly good ride comfort. Over the few bad roads we encountered through the course of our shoot, it kept me reasonably comfortable. Truthfully, the one facet that feels woefully out of place here is the weak binders. The LC’s twin disc brakes are an upgrade on the air-cooled RD’s single disc (India-spec ones came with an even weaker front drum brake to cut costs), but the stopping force still feels more like a suggestion than a direct order.
Feeble brakes will instil the fear of God in you.
Intangible Special Sauce
But this is not a review, and I’m not here to evaluate this bike – I’m here to experience it, and what an experience it has been! I’ve said this before and I’ll say it again, from the rider’s POV, it’s so refreshing and heartwarming to see two honest-to-goodness physical needles circling around in this day and age, and no TFT can come close to a set of analogue gauges.
Twin-pod analogue clocks a very refreshing sight today.
This was a raw, unadulterated machine before electronics and rider aids, so to keep yourself upright, you had to be both sensible and skilled. Of course, there’s no electric start here, and you’ll need to use your leg to start the motor, with a good old-fashioned swift kick! Speaking of, one quirk the LC had was that the rider’s footrest needed to be folded inward to make room for the kick lever to go down fully.
Rider footrest needs to be folded to kickstart the motor.
Yes, these are some areas where the LC very obviously feels its age, but today, even a single-cylinder 2-stroke machine is a rare sight, let alone a twin, and this liquid-cooled one is rarer than hen’s teeth because it was never officially sold in India. This bike was a private import back in the day (one of a single-digit handful), and currently it is in the custody of a very kind and gracious friend of mine who let us have it for a day!
Big props to the owner, Leo Noronha, for letting us have his ‘Elsie’ for a day.
One rather funny way the LC feels its age is that even though it was considered a properly sporty machine for its time, it’s actually not a hard-edged, uncompromising machine. The rider isn’t hunched over the ‘bar, there’s a flat seat, which will seat a pillion comfortably without them feeling like they’re perched precariously on the first floor, and it even has a centre stand!
I think somewhere along the way, racetrack performance, bragging rights for how much horsepower your machine has, and the latest gizmos and gadgets trumped rider involvement and real-world practicality, which seems like motorcycling may have veered off course.
Nevertheless, for one very happy morning, I got to tick off one of my bucket list riding dreams. This proverbial hero lived up to my expectations and how! Yes it’s old, yes it can be a bit cantankerous and temperamental at times, yes it pollutes the air a little too much and yes, it’s expensive to own and maintain, but all of those drawbacks pale in the face of the joy you’ll feel when you start riding!
This particular example is maintained at Kumar Auto Works in Andheri, Mumbai.
This isn’t a machine built to tick any boxes or fill a clearly demarcated role, and its only purpose is to put a smile on the rider’s face. All said and done, the RD350LC is an extinct breed in today’s ever-so-strict times, and as motorcyclists, we should ensure that bikes like these continue to survive and be enjoyed rather than just being relegated to a footnote in the history books.
Honda Cars India is in talks with Horse Powertrain to outsource a 1.2-litre engine with petrol, hybrid and CNG options for an upcoming compact SUV, Autocar Professional, our sister publication, has learnt.
Horse Powertrain is a joint venture between Renault Group and Geely, with Saudi Aramco as a shareholder, and it specialises in combustion and hybrid powertrains. It already has a foothold in India: the new Renault Duster, due to launch on October 17, will use a Horse 1.8-litre hybrid. The company is keen to grow its customer base among Indian carmakers and is understood to be planning a local engine plant. Fully localised engines would give buyers like Honda a significant cost advantage.
For Honda, the move would be a major departure. Engines have long been the heart of its cars, and its reputation for performance, efficiency and reliability is built on them. Handing over this core component would once have been unthinkable.
However, Honda faces pressure on two fronts with its current 1.2- and 1.5-litre petrol line-up. It must meet tightening emission and fuel-efficiency norms, and it must offer the multiple fuel options Indian buyers increasingly want, especially CNG.
Developing all of that in-house for a price-sensitive segment is costly, and sourcing a ready multi-fuel engine family would solve both problems at once.
The upcoming compact SUV is understood to be under evaluation with an existing Honda platform used in Indonesia. A price range of Rs 9 lakh to Rs 12 lakh and an October 2028 start of production have been discussed as project targets. Honda has not confirmed the vehicle or its specifications.
A new way of working
The engine discussions are part of a radical change in Honda’s strategy to develop cars for India, with specialist partners taking on a larger share of the work from the outset.
Tata Technologies is being engaged for vehicle design and engineering execution, while TCS is expected to work on the infotainment system. Honda wants design, testing and supplier development to proceed in parallel, helping it bring new vehicles to market faster.
The company is targeting a reduction in the development cycle for a full model change from around 49 months to about 30 months. This is a target for its proposed development process, not a confirmed timeline for the compact SUV.
Honda’s new approach starts with the specifications and price required for India, rather than adapting a global product late in its development. The company would retain responsibility for overall vehicle performance targets and final validation, while engineering partners take a greater role in design, verification and supplier management.
Asked about the reported arrangements, Honda Cars India declined to confirm specific partners or programmes. “We work with a wide ecosystem of technology, engineering and supplier partners. However, we do not comment on specific partners, sourcing discussions or future powertrain programmes,” a company spokesperson told Autocar Professional.
“Honda is continuously strengthening its product development capabilities in India, with the objective of developing products that are increasingly relevant to Indian customers while also leveraging India’s growing engineering capabilities,” the spokesperson added.
Cost competitiveness is central to the plan. Honda intends to make greater use of Indian engineering and suppliers while retaining its vehicle performance and durability targets. It also sees an opportunity to attract customers moving from two-wheelers to their first car. Many of them currently choose rival car brands despite owning a Honda two-wheeler.
PF2 platform plan dropped
Separately, Autocar Professional understands that Honda has dropped the PF2 platform project, which had been expected to form the basis of the next-generation City sedan and Elevate SUV. The decision raises questions about which platform Honda will use for the successors to two of its key India models.
Honda Cars India declined to confirm the change. “We do not comment on speculation regarding specific future platforms or product-development programmes,” the spokesperson said.
The company stressed that the decision should not be read as a plan to discontinue either model. “City and Elevate are important models for Honda in India, and both will continue to play an important role in our business,” the spokesperson said. Details of their future generations, platforms and technologies will be announced at the appropriate time, the spokesperson added.
Honda declined to identify the architecture for future India-bound EVs. It said India would play an increasingly important role as a manufacturing and development base, with future products drawing on Honda’s global electrified technologies and local engineering capabilities.
