Marc Marquez capped a weekend of retaliation at Aragon with a dominant win, fighting past Marco Bezzecchi and Pedro Acosta in the race’s opening laps before pulling clear in the closing stages. Acosta held on for second after a difficult qualifying the previous day, while Bezzecchi completed the podium from pole.
Marc Marquez moves up to second in the championship
Jorge Martin leads the championship by 19 points
Bagnaia crashes out early
Marquez fights back after early setback
At lights out, Marquez attacked into Turn 1 as he had in the Sprint but admitted afterwards that he had left the rear ride-height device engaged, which caused him to drop back as Bezzecchi swept through to lead. Martin capitalised as well, muscling his way past Marquez to give Aprilia a 1-2 on the first lap.
By the end of Lap 1, however, Marquez had undone some of the damage and made an aggressive yet effective move on Martin, sending him wide and into the clutches of Acosta, who was in pursuit. Bezzecchi still led by around six tenths, but Marquez and Acosta were hot on his tail, and by Lap 5, the gap to Bezzecchi had been all but closed.
A three-way fight for the lead
With Bezzecchi’s lead down to about six-tenths, Marquez found a way past Bezzecchi in a daring battle down the straight, but Acosta immediately swept around the outside to take the lead himself. The three ran nose-to-tail through half-distance, separated by little more than a second, as Alex Marquez and Martin settled into fourth and fifth further back.
Marquez pulls clear
The lead trio kept trading fastest laps deep into the race, but in the closing stages, Acosta and Bezzecchi couldn’t keep up with Marquez’s pace. The current world champion managed to scratch a gap to cross the line comfortably clear, taking the win ahead of Acosta and Bezzecchi, who followed in second and third. Alex Marquez crossed the line in fourth, with championship leader Martin taking fifth and matching his result from the day before.
The rest of the pack
Fermin Aldeguer took sixth, ahead of Fabio Di Giannantonio in seventh. Further back, Enea Bastianini caught and passed Diogo Moreira on the final lap to take eighth, while Brad Binder narrowly beat Jack Miller in a separate scrap for ninth, demoting Miller to 11th. Raul Fernandez, who had been closing on Martin for fifth in the opening laps, retired around a third of the way through the race, while Francesco Bagnaia crashed out early.
Championship standings
Marquez’s win moves him up to second in the standings, now 19 points behind Martin after the Aprilia rider’s double fifth-place weekend. Bezzecchi’s two podiums also close his gap to Martin, and he sits third overall.
The Bajaj Pulsar N160 4V SS is the top variant of the updated N160 range, bringing a significantly reworked engine with ride-by-wire, a new 37mm USD fork, a 5-inch TFT display and Google Maps casting to a segment that was already competitive. It continues alongside the 2-valve N160 rather than replacing it. Here’s what works in its favour and a couple of reasons it might not be for everyone.
Reasons to buy the Bajaj Pulsar N160 4V SS
Smooth, tractable and genuinely quick
The new 4-valve engine is a more significant step up than the numbers alone might suggest. Despite producing 18.5hp at 9,500rpm from the same 165cc displacement, it retains the excellent smoothness and tractability of the outgoing 2-valve unit, with only minor vibrations at high revs and a very light clutch pull. During our time with the bike, we found it genuinely pleasant to ride in the city at lower revs, while still having enough performance higher up in the range to more closely match the TVS Apache RTR 160 4V, which was a rival it previously trailed.
TFT display and features that justify the step up
The SS model comes with a 5-inch TFT display that happens to be the most feature-rich instrument cluster in the segment, offering Bluetooth music control, document storage and Google Maps casting. The last feature works seamlessly on Android devices (with the phone screen staying off during casting) but iOS users will need to keep their screen on, which is a Google limitation rather than Bajaj’s. Ride-by-wire unlocks four riding modes, making this the only bike in the 160cc segment to offer them. Dual-channel ABS and a larger 300mm front disc are also part of the SS package.
Competitive pricing
At Rs 1.43 lakh (ex-showroom), the N160 4V SS is priced slightly above the equivalent top variant of the TVS Apache RTR 160 4V but offers a more comprehensive feature set in return. With a 4-valve engine, ride-by-wire, a USD fork, dual-channel ABS and feature-rich TFT display, the value proposition is genuinely strong for what the segment offers.
Reasons to skip the Bajaj Pulsar N160 4V SS
Suspension is on the firmer side
Despite the move to the larger 37mm USD fork, the overall suspension tune retains the taut, firm character of previous N160 models. It handles rough roads competently and corners well, but doesn’t have the soft, cushioned feel of rivals like the Apache RTR 160 4V. Riders who spend long hours in the saddle or frequently encounter broken urban surfaces may find it harder work than the competition.
Kerb weight and turning radius
At 151kg, the N160 4V SS is not the lightest motorcycle in its class, and this makes itself felt in slow-speed city manoeuvring. The turning radius in particular is less generous than ideal for navigating tight urban situations and that’s a practical drawback that everyday commuters are likely to notice more than those who primarily ride on open roads.
Who is Shivani Mehrotra: कुछ सपने उम्र के साथ धुंधले नहीं पड़ते, बल्कि जिम्मेदारियों के बीच और मजबूत होते जाते हैं। इसका जीवंत उदाहरण 43 साल की शिवानी मेहरोत्रा हैं, जिन्होंने 18 वर्षीय बेटी की परवरिश, परिवार की जिम्मेदारियां एवं रोजमर्रा की जिंदगी के बीच अपने पर्वतारोहण के जुनून को कभी पीछे नहीं छोड़ा। उन्होंने दुनिया की सबसे ऊंची चोटियों पर लगातार अपने हौसले तथा हदों को परखती रहीं।
मूल रूप से उत्तर प्रदेश के सीतापुर जिले की निवासी शिवानी मेहरोत्रा की शादी 24 साल की उम्र में लखनऊ में हुई और अब वह अपने परिवार के साथ मुंबई में रहती हैं। इस साल स्वतंत्रता दिवस पर उन्होंने यूरोप की सबसे ऊंची चोटी रूस स्थित ‘माउंट एल्ब्रुस’ पर तिरंगा फहराकर इस दिन को अपने लिए यादगार बना दिया।
‘हौसले की परीक्षा थी’
शिवानी ने रूस से भारत लौटने के दौरान न्यूज एजेंसी पीटीआई से फोन पर कहा कि 15 अगस्त को चोटी तक पहुंचना जितना शरीर की ताकत का इम्तिहान था। उतना ही मन के हौसले की भी परीक्षा थी।उन्होंने कहा, उम्र सिर्फ एक नंबर भर है। असली ताकत लक्ष्य के प्रति दृढ़ संकल्प और उसे पाने के लिए जरूरी अनुशासन में होती है।”
शिवानी के लिए पर्वतारोहण अपने सपनों और परिवार की जिम्मेदारियों के बीच संतुलन की कहानी भी है। वह अपने माता-पिता, पति, बेटी और दोस्तों को अपनी ताकत मानती हैं। शिवानी बताती हैं कि खासकर 40 वर्ष की उम्र पार कर चुकी महिला पर्वतारोहियों और ट्रेकर की संख्या बहुत कम है।
शिवानी ने कहा, “मुझे पहाड़ों पर 40 वर्ष से अधिक उम्र की महिलाएं बहुत कम ही दिखाई देती हैं।” उन्होंने कहा, “मेरे परिवार ने हमेशा मेरा हौसला बढ़ाया और मुझे यह करने का साहस दिया।” वह अपने पर्वतारोहण अभियानों का खर्च भी काफी हद तक अपनी बचत से उठाने की कोशिश करती हैं।
कैसे हुआ पहाड़ों से लगाव?
शिवानी ने बताया कि पहाड़ों से उनका लगाव 2019 में गहरा हुआ, जब उन्होंने अपनी सबसे करीबी दोस्त के साथ ‘माउंट एवरेस्ट’ आधार शिविर तक ट्रेकिंग की योजना बनाई थी। एक यात्रा की वह छोटी-सी योजना कब जुनून में बदल गई, उन्हें खुद पता नहीं चला। इसके बाद कश्मीर, लद्दाख, हिमाचल प्रदेश और हिमालय के कई हिस्से उनकी मंजिल बनते चले गए।
इसके बाद शिवानी ने ‘फ्रेंडशिप पीक’ और ‘माउंट किलिमंजारो’ जैसी कठिन चोटियों पर भी चढ़ाई की। कैलाश से जुड़े पांच प्रमुख पर्वत अभियानों में से चार वह अब तक पूरा कर चुकी हैं। हालांकि, उनका सबसे बड़ा सपना अभी बाकी है ‘माउंट एवरेस्ट’ फतह करना। साथ ही दुनिया की सातों सबसे ऊंची चोटियों पर भारतीय तिरंगा फहराना।
दुबई होते हुए पहुंचीं रूस
‘माउंट एल्ब्रुस’ अभियान के लिए शिवानी ने आठ अगस्त को मुंबई से अपनी यात्रा शुरू की। दुबई होते हुए वह रूस के मिनरल्नी वोडी पहुंचीं। 10 दिन के इस अभियान का आयोजन रूस की ‘चतुर टूर्स’ नामक कंपनी ने किया था। शिखर पर मौसम के अचानक बदलने की आशंका को देखते हुए अभियान में एक अतिरिक्त दिन भी रखा गया था।
खराब मौसम ने चढ़ाई को और कठिन बना दिया। तेज बर्फबारी, बारिश, कड़ाके की ठंड और ऊंचाई की चुनौती के बीच दल ने अंतिम चढ़ाई से पहले खुद को मौसम और ऊंचाई के अनुकूल बनाने के लिए कई अभ्यास चढ़ाइयां कीं। इनमें करीब 3,000, 4,000 और 4,700 मीटर की ऊंचाई तक पहुंचना शामिल था।
“रुकना नहीं है, चलते रहना है…”
शिखर पर पहुंचने वाले दिन दल ने रात करीब दो बजे चढ़ाई शुरू की। इस दौरान अंधेरा से लेकर जमा देने वाली ठंड, तेज हवाएं, भारी सामान और कम ऑक्सीजन लेवल तक… हर कदम मुश्किल था। लेकिन शिवानी के भीतर एक ही बात गूंजती रही- “रुकना नहीं है, चलते रहना है।” करीब साढ़े चार घंटे की कठिन चढ़ाई के बाद उन्होंने शिखर पर कदम रखा।
उन्होंने कहा कि इतनी ऊंचाई पर पहुंचकर छोटे से छोटा काम भी मुश्किल हो जाता है। 5,000 मीटर के बाद ऑक्सीजन का स्तर तेजी से कम होने लगता है। बर्फीले मौसम से बचाव के लिए भारी भरकम कपड़ों और जूतों में लगे कांटेदार उपकरणों के साथ एक-एक कदम बढ़ाना भी शरीर के लिए बड़ी चुनौती बन जाता है।
‘सेल्फ-अरेस्ट’ तकनीकों की ट्रेनिंग भी ली
इस अभियान में शिवानी ने खुद को बचाने की तकनीक का ट्रेनिंग भी लिया। बर्फ पर फिसलने की स्थिति में खुद को रोकना और आपात स्थिति में सही तरीके से प्रतिक्रिया देना इसका हिस्सा था। शिवानी ने कहा कि चढ़ाई का आखिरी पड़ाव अक्सर शरीर से ज्यादा मन के हौसले की परीक्षा लेता है।
उन्होंने कहा, “पहले की यात्राओं में जहां मुझे लगता था कि अब मैं इससे आगे नहीं जा सकती, वहीं मैंने सीखा कि असल शुरुआत तो वहीं से होती है।” शिखर पर पहुंचते ही वह घुटनों के बल बैठ गईं। उन्होंने पहाड़, अपने दोस्तों और उन पर विश्वास जताने वालों के प्रति आभार जताया।
उस पल को याद करते हुए उन्होंने कहा, “मैंने माउंट एल्ब्रुस के सामने सिर झुकाया और कहा-धन्यवाद।” उनके लिए यह चोटी उस बड़े सपने की एक सीढ़ी थी, जिसे वह अभी पूरा करना चाहती हैं।
फिटनेस पर काफी ध्यान देती हैं शिवानी
शिवानी फिटनेस पर भी बहुत ध्यान देती हैं। वह फुल मैराथन, हाफ मैराथन के अलावा 50 किलोमीटर की दौड़ भी पूरी कर चुकी हैं। कोरोना वायरस महामारी के दौरान उन्होंने योग को अपनाया। बाद में उन्होंने एडवांस्ड योग इंस्ट्रक्टर और थेरेपिस्ट के तौर पर ट्रेनिंग लिया। करीब छह वर्षों से वह योग सिखा रही हैं। इनमें गर्भावस्था से पहले और बाद की महिलाओं तथा कैंसर रोगियों के लिए विशेष योग कार्यक्रम भी शामिल हैं।
कैसी है दिनचर्या?
उनकी दिनचर्या भी उनके संकल्प जैसी ही सख्त है। वह तड़के करीब साढ़े तीन बजे उठती हैं और योग, जिम में कसरत, दौड़ तथा पर्वतारोहण की तैयारी करती हैं। खान-पान को लेकर भी वह बेहद अनुशासित रहती हैं। शिवानी के लिए पर्वतारोहण सिर्फ किसी निश्चित ऊंचाई तक पहुंचने का नाम नहीं है।
वह कहती हैं, “मैं नहीं मानती कि ऊंचाई के आधार पर कोई चोटी कम या ज्यादा महत्वपूर्ण होती है। हर पहाड़ अपने साथ एक अलग अनुभव लाता है और हर पहाड़ सम्मान मांगता है।” अब उनकी नजर नेपाल की ऊंचाई वाली चोटियों पर है। यह तैयारी उन्हें अपने सबसे बड़े लक्ष्य माउंट एवरेस्ट तक ले जाएगी।
पैसे की चुनौती आई सामने
उन्होंने विश्वास के साथ कहा, “एवरेस्ट मेरा मुख्य लक्ष्य है। मुझे इसे करना ही है।” हालांकि, इस सपने की राह में पैसे भी बड़ी चुनौती है। एवरेस्ट अभियान पर करीब 40 से 50 लाख रुपये खर्च हो सकते हैं। दूसरे अंतरराष्ट्रीय पर्वत अभियानों का खर्च भी कई लाख रुपये तक पहुंच जाता है।
शिवानी ने अब तक अपने योग पेशे से हुई बचत से ही अधिकांश अभियानों का खर्च उठाया है। उन्होंने कहा, “मैं यह अपने दम पर करना चाहती हूं।” इस उम्र में भी शिवानी के कदम रुके नहीं हैं। उनका कहना है, “अगर आपने मन में ठान लिया है कि आपको कुछ हासिल करना है, तो आप उसे कर सकते हैं। बस अपने लक्ष्य पर ध्यान बनाए रखना होता है।”
When introduced originally, the Lamborghini Urus rewrote the playbook of what an SUV could be. Sharp to look at, ferociously fast and with a mighty V8 soundtrack, the Urus has become the benchmark of performance SUVs. Now though, thanks to ever tightening regulations, the Urus has had to pivot to hybridisation. But has that diluted the experience? We got behind the wheel of the Lamborghini Urus SE to answer that question.
Lamborghini Urus SE Exterior Design and Engineering – 9/10
Urus SE has a more rounded-off design than its predecessor, but it’s no less menacing.
In comparison to the older Urus and the mad Urus Performante, the Urus SE does appear a bit softer and more rounded off. But that’s not to say it lacks presence by any means. It’s still full of sharp angles and surfaces, the Arancio Borealis optional paint on our test car looked stunning as did the diamond-cut, multi-spoke 23-inch alloy wheels. Up front, there’s a new bonnet, redesigned bumper and a larger front grille, while the slimmer headlights are now matrix LED units and a different DRL signature.
Rear end features quad-exhaust setup, sporty raked roofline, and a hexagon-patterned grille connecting the tail-lights.
The differences are immediately apparent at the rear too, with a new tailgate, rear bumper and a connecting tail-light grille. As always, Lamborghini’s Ad Personam personalisation programme offers an enormous scope for customisation, so buyers can tailor the Urus SE as per their needs. It remains a substantial machine, measuring 5.12m long and 2.02m wide, with a 3m wheelbase. Kerb weight is a hefty 2,505kg, which makes the fact that it can sprint from 0-100kph in just 3.4sec all the more impressive.
Lamborghini Urus SE Interior Space and Comfort – 8/10
Dashboard layout is premium and feature-loaded, and gets a lot of Lamborghini theatrics.
Inside, the Urus SE retains the familiar Lamborghini approach of combining the ambience of a supercar with the practicality expected of an SUV. However, the changes here are less apparent than those on the outside. The centre console is ever so slightly redesigned with a new array of toggle switches under the touchscreen. The touchscreen itself is larger than the earlier Urus, with updated graphics and a slicker user interface.
Lamborghini’s signature flip-up engine start/stop button is inspired by those of fighter jets.
There’s plenty of visual theatre, too, and it looks just as extroverted as the outside. Standout elements include the hexagonal AC vents, the Lamborghini badging on the dashboard, the aircraft-style levers for the drive modes and of course, the fighter-jet inspired flap-up engine start/stop button. Lamborghini has also introduced new colour and trim combinations with the SE, with our test car featuring the same predominantly orange theme as on the outside.
Rear space is surprisingly plentiful given the Urus SE’s sporty proclivities.
Despite all the drama, this remains a practical SUV. The long wheelbase means there’s plenty of legroom at the rear and it’s wide enough for three too, though taller passengers may find headroom a bit tight thanks to the tapering roofline. The front seats are large, well padded and the optional Lamborghini crest on the headrests just adds to the ambience. The glovebox is decent sized, there’s cupholders and the boot offers 454 litres of capacity.
Lamborghini Urus SE Features and Safety – 8/10
Info-packed driver’s display interface can get confusing at times.
As standard, the Urus SE gets plenty of features like the three screen setup – for the infotainment, AC system and driver’s display – wireless Android Auto and Apple CarPlay, LED matrix headlamps, four-zone auto climate control, leather upholstery, 360-degree camera, connected car tech and so much more.
The SE also gets a comprehensive technology upgrade, with the new user interface being one of the more significant updates. It features a carousel-style layout on the touchscreen to access the numerous sub-menus it packs in, while the driver’s display shows all sorts of data pertaining to the hybrid system, navigation, media and other car-related info. Navigating all the sub-menus can get confusing, however.
New Lamborghini Telemetry function comes with over 300 pre-loaded racetracks to record lap times on.
There’s also ‘Lamborghini Telemetry’ that can display lap times and sector information for more than 300 preloaded circuits, as well as record new tracks. Connected services extend to navigation, real-time traffic, remote locking, vehicle-status information, remote charging, remote cooling of the cabin and various safety and security alerts.
Also part of the package is ADAS tech like autonomous emergency braking, lane keep assist, adaptive cruise control and more. But there’s a lot that’s optional too, like a large panoramic sunroof, a Bang and Olufsen 3D audio system and a whole lot more, apart from the usual trim, material and stitching options. On the whole, the Urus SE is well-equipped but some of the optional extras really could have been standard fitment given the asking price.
Lamborghini Urus SE Performance and Refinement – 9/10
Twin-turbo V8 and electric motor develop a combined 800hp and 950Nm.
As for the numbers, they are, predictably, staggering. The Urus SE combines the familiar 4.0-litre twin-turbo V8 with a 25.9kWh lithium-ion battery and a permanent-magnet synchronous electric motor for an eye-watering combined output of 800hp and 950Nm. The result is 0-100kph in 3.4sec and 0-200kph in 11.2sec, with a claimed top speed of 312kph. Those figures put the Urus SE firmly in supercar territory, despite its size and weight.
And it does feel like one from behind the wheel too, especially in a straight line. Acceleration is relentless and it feels borderline scary on narrow, two-lane roads. The Urus SE always feels like it has power in reserve, especially when you’ve got the powertrain fully dialled up. There’s Strada mode for everyday driving, Sport for when you want to have a bit more fun and of course, Corsa for when you want a proper scare. Couple that with the hybrid system in its full performance mode, and the SE can really feel overwhelming. But if you don’t drive with a heavy foot, it’s surprisingly cordial and sedate. The SE really has a Jekyll and Hyde character about it.
Unrelenting acceleration can get scary on public roads.
What makes the SE more interesting than simply being a faster Urus is the way the electric motor has been integrated. Of course, it’s to help with emissions and meet regulations, but it’s also to boost performance. In EV mode, it can reach up to 135kph and go as far as 66km. But with a flick of a switch, it can turn from silent to violent.
The V8 also hasn’t become anonymous with the hybridisation. It still makes its presence felt, especially through the optional Akrapovic exhaust our car came fitted with, but it does feel a bit subdued. It’s also piped through the speakers, which doesn’t feel entirely ethical but it does help its case.
Optional Akrapovic exhaust system helps enhance the V8’s aural character.
Lamborghini has also paid considerable attention to keeping performance consistent, with additional cooling for the powertrain and brakes. Not that we ever managed to push it so hard to test out that claim. And apart from the aforementioned drive modes, there’s even some off-road modes baked in, but how many buyers actually take their prized possession off the grippy stuff remains to be seen.
Lamborghini Urus SE Mileage and Efficiency – 7/10
This is where the Urus SE’s plug-in hybrid system makes a big difference. Lamborghini quotes a WLTP combined energy consumption of 4.67km/kWh plus 17.54kpl. With a discharged battery, however, combined claimed fuel efficiency falls to 7.75kpl.
Thanks to the 25.9kWh battery, the Urus SE claims a 66km all-electric range.
The headline figure therefore needs some context. The SE’s efficiency advantage is greatest when the battery is regularly topped up. With a claimed 66km of EV range, many shorter daily journeys can theoretically be completed without the V8 needing to fire up at all.
For longer journeys, the hybrid system allows the electric motor and V8 to share the workload. But once the battery is depleted, this remains a 2.5-tonne SUV with a twin-turbo V8, so expectations of conventional-SUV fuel economy would be unrealistic.
Lamborghini Urus SE Ride Comfort and Handling – 8/10
Ride isn’t all that absorbent due to the low-profile Pirelli P Zero tyres.
The Urus SE uses a multilink suspension setup front and rear with semi-active dampers, all of which make this large SUV feel engaging around corners without sacrificing comfort. There is a sense of pliancy at low speeds with the ride firming up as speeds rise. Of course, riding on 23-inch wheels means you can feel potholes and road imperfections, but still it isn’t uncomfortable by any means.
Rear-wheel steering, semi-active dampers, e-diff, and torque vectoring help make the Urus SE a keen handler.
It also gets rear-wheel steering, which helps make it more manageable at lower speeds while contributing to agility at higher speeds. The SE feels eager to change direction and the e-diff and clever torque vectoring system do their best to keep things tidy around bends. You also get a good sensation from the steering which has good heft to it and the Pirelli P Zero tyres it comes with are grippy too. Lamborghini has also worked on the aerodynamics, with a new rear aero lip and diffuser increasing rear downforce by 35 percent over the Urus S. Overall though, the SE feels agile enough but there’s no escaping its heavy kerb weight.
Giant carbon-ceramic brakes peek out from behind the 23-inch alloys.
You’re also backed by massive carbon-ceramic brakes, measuring 440mm at the front and 410mm at the rear, and they do take some time getting used to. They may not have the initial bite like with conventional steel brakes, but the stopping power is immense and they stay consistent despite repeated hard braking, which is essential in something as big and powerful as the Urus SE.
Lamborghini Urus SE Value for Money – 7/10
The Urus SE is arguably the most convincing expression yet of Lamborghini’s super-SUV. More importantly, it hasn’t sacrificed the characteristics that make a Lamborghini feel special in the pursuit of meeting ever tightening restrictions. There’s still a V8, it’s still outlandish inside and out, and it still delivers a driving experience that goes well beyond what you’d expect from something this large. All of that while adding the benefit of the plug-in hybrid system for performance and efficiency, as well as properly usable EV range.
The Urus SE is the all-in-one Lamborghini.
At Rs 4.47 crore (ex-showroom, before options), of course, the Urus SE is expensive. But that’s almost beside the point. The Urus SE isn’t for those who expect rational value; it is for those who want a vehicle that can combine supercar pace, SUV practicality, luxury, all-electric driving and aspirational brand value all in one package. As a technological statement and a performance SUV then, the Urus SE makes a compelling case for Lamborghini’s hybrid future.
दक्षिण अफ्रीका की टीम जो 2 बार टी-20 विश्वकप के सेमीफाइनल और एक बार फाइनल में जगह बना चुकी है वह अपने पड़ोसी देश की टीम और असोसिएट देश नामिबिया की टीम से एक भी टी-20 मैच नहीं जीत पाई। गौरतलब है कि दक्षिण अफ्रीका जिम्बाब्वे और नामिबिया त्रिकोणीय टी-20 श्रृंखला खेल रहे हैं और कल के शरुआती मुकाबले में मेजबान नामिबिया ने दक्षिण अफ्रीका को 18 रनों से हरा दिया।
यह नामिबिया की दक्षिण अफ्रीका पर लगातार दूसरी जीत है। इससे पहले एक टी-20 मुकाबले में नामिबिया दक्षिण अफ्रीका को पहले भी हरा चुकी है। नामिबिया क्रिकेट ग्राउंड पर खेले गए इस मैच में दक्षिण अफ्रीका ने टॉस जीतकर पहले गेंदबाजी चुनी। उनको पहला विकेट 10वें ओवर में मिला और नामिबिया ने तब तक 84 रन जड़ दिए। प्रेनेल सुब्रायन ने सर्वाधिक 3 विकेट चटकाए।
ICC is such a idiot and dumb organisation,If I have control of ICC I can make this game to 35-40 countries from 7-8 countries
Look at this team Namibia who beats South Africa today still doesn't get much matches, approx 8-10 associate teams has such a huge potential but ICC… pic.twitter.com/YxBCGjVVK6
सलामी बल्लेबाजों के अलावा नामिबिया के लिए कोई खास रन नहीं आए लेकिन लौरेन स्टीनकैंप और जैन फ्राएलिंक (41 और 60 रन ) ने नामिबिया को 9 विकेटों के नुकसान पर 163 रनों तक पहुंचा दिया। इसके जवाब में बल्लेबाजी करने उतरी दक्षिण अफ्रीका की शुरुआत खराब रही टीम ने शीर्ष 3 बल्लेबाज 7 ओवर में 39 रन बनाकर ही गंवा दिए।
डेवाल्ड ब्रेविस ने 75 रन बनाकर टीम की जीत को जिंदा रखा लेकिन जैसे ही वह आउट हुए दक्षिण अफ्रीका ताश के पत्तों की तरह ढह गई और निर्धारित 20 ओवरों में सिर्फ 145 रन ही बना पाई। मैन ऑफ द मैच नामिबिया के जेे जे स्मट को मिला जिन्होंने 31 रन देकर 3 विकेट लिए।
Purchasing an automobile is one of life’s special moments in India. After all, you are not only paying a lot of money but also laying significant faith into a manufacturer’s ability to have properly engineered a safe, reliable and enjoyable product. There’s also the fact that you are entering a long-term relationship with that manufacturer when it comes to service. With three-year warranties becoming common and extended warranties being sold for just a few thousand rupees, the duration of said relationship is now longer than ever. Unfortunately, a lot of customers these days don’t feel like they are being given the treatment they deserve in this ‘relationship’.
While the quality of products coming from domestic two-wheeler manufacturers has grown tremendously in recent years, the same can’t be said for the service support. While some manufacturers fare worse than others, you will find plenty of reports of shoddy work or general ineptness when it comes to authorised service centres. The reasons behind this are multifold.
The first is that motorcycles today are far more complicated than they used to be. Electronics are everywhere, and even the simplest of commuters now have ECUs, electronic fuel pumps and fuel injectors. 150cc bikes and above are constantly increasing the amount of performance, tech and gadgets on offer, and all of this brings in more complication. Caring for more advanced motorcycles requires a more technical approach.
The “chalta hai/chalega sir” attitude that is a universal truth in India presents a challenge when the job gets more technical. Another cultural aspect at play is that people are far more proud of how quickly a job gets done (or with how much ‘jugaad’) rather than how well the job gets done. Case in point, I once insisted on a torque wrench being used on my KTM 790 Duke at an official service centre a couple of years ago. This led to a stool being brought out to reach an overhead cabinet, from which a dusty torque wrench was liberated. Clearly, that tool was almost never used, and the fact is, most mechanics in India simply use their biceps to decide how much force needs to go into tightening a bolt.
Money is the other big challenge. Time is money, so the more vehicles that are serviced, the better. More so, most junior mechanic salaries are very low, which results in high job attrition. It’s also difficult for dealerships to have enough trained staff and sufficient workshop space for the amount of money that is earned per service. With automobile sales records being broken every other month, there is a big strain on the system.
The ideal scenario is that big cities need more workshops, staff should be trained better and workshop managers need to be more diligent about implementing proper operating procedures. At the end of the day, quality work can only be provided by someone who has been trained well and is remunerated fairly for the job. And that will increase the cost of service for the customer, primarily in terms of the labour cost.
It is inevitable that service costs in India will rise, as does the constantly improving standard of our motorcycles and the ever increasing cost of living. The big challenge for manufacturers is to ensure that customers get their money’s worth for these increasing costs.
नेपाल इस समय एक बड़ी प्राकृतिक आपदा से जूझ रहा है। भोटे कोशी नदी में आई अचानक बाढ़ ने नेपाल-तिब्बत सीमा के आसपास कई इलाकों में भारी तबाही मचा दी है। बाढ़ के पानी के साथ आया मलबा और कीचड़ गांवों और इमारतों में फैल गया, जिससे बड़ी संख्या में लोग अलग-अलग जगहों पर फंस गए। हालात इतने मुश्किल हैं कि कई लोगों को सुरक्षित बाहर निकालना चुनौती बन गया है। ऐसे समय में नेपाली सेना ने मोर्चा संभालते हुए बड़े स्तर पर राहत और बचाव अभियान शुरू किया है। हेलिकॉप्टर की मदद से ऊंची इमारतों और छतों पर फंसे लोगों को निकाला जा रहा है, जबकि जवान मुश्किल रास्तों से अंदर जाकर भी लोगों की तलाश कर रहे हैं।
रेस्क्यू ऑपरेशन के सामने खराब मौसम, मलबा और दुर्गम इलाका बड़ी चुनौती बने हुए हैं। इस बीच सामने आए कुछ वीडियो बचाव अभियान की गंभीरता और जवानों की कोशिशों की तस्वीर दिखा रहे हैं।
छतों पर फंसे लोगों के लिए देवदूत बना हेलिकॉप्टर
रेस्क्यू ऑपरेशन के कई वीडियो सामने आए हैं, जिनमें सेना के हेलिकॉप्टर बेहद कम ऊंचाई पर उड़ते नजर आ रहे हैं। एक वीडियो में हेलिकॉप्टर क्षतिग्रस्त इमारतों के ठीक ऊपर मंडराता दिखाई देता है, जबकि नीचे बाढ़ का मलबा फैला हुआ है। एक अन्य वीडियो में छत पर फंसा एक व्यक्ति लगातार हेलिकॉप्टर की ओर हाथ हिलाकर मदद मांगता दिखाई देता है। इसके बाद जवानों ने उसे सुरक्षित बाहर निकाल लिया। मुश्किल हालात में सेना का यह ऑपरेशन लोगों की जान बचाने की जद्दोजहद को दिखाता है।
बाढ़ के बाद रसुवा जिले में अपर त्रिशूली हाइड्रोपावर की सुरंग के अंदर भी कई लोग फंस गए थे। इनमें मजदूरों के अलावा कुछ पर्यटक भी शामिल थे। सामने आए वीडियो में नेपाली सेना के दो जवान कीचड़ से भरे रास्ते से आगे बढ़ते हुए सुरंग के अंदर जाते दिखाई देते हैं। बाहर मलबे और कीचड़ की मोटी परत के बावजूद जवानों ने अंदर फंसे लोगों तक पहुंचकर उन्हें बाहर निकालने की कोशिश की।
नेपाल में मौत का आंकड़ा लगातार बढ़ा
इस प्राकृतिक आपदा ने नेपाल में बड़े पैमाने पर तबाही मचाई है। रिपोर्ट के अनुसार नेपाल में 579 लोगों की मौत हुई है, जबकि तिब्बत में सात लोगों की जान गई है। दोनों तरफ 2,400 से ज्यादा लोग अब भी लापता बताए जा रहे हैं। नेपाल में करीब 1,924 लोगों के लापता होने की जानकारी सामने आई है, जबकि तिब्बत में यह संख्या 558 बताई गई है। इनमें 540 से ज्यादा विदेशी नागरिक भी शामिल हैं।
NEPAL FLOOD: 350 RESCUED FROM HYDROPOWER TUNNEL
The Nepali Army has rescued 350 people who were trapped inside the Upper Trishuli Hydropower tunnel following the devastating Bhote Koshi flood in Rasuwa.
नेपाल की आपदा प्रबंधन अथॉरिटी के अनुसार, राहत और बचाव अभियान में करीब 14,829 सुरक्षाकर्मियों को लगाया गया है। अब तक 3,742 लोगों को सुरक्षित बचाया जा चुका है। बाढ़ और मलबे से प्रभावित इलाकों में सेना की टीमें लगातार तलाशी अभियान चला रही हैं। मुश्किल भौगोलिक परिस्थितियों के बीच हेलिकॉप्टर और जमीनी टीमें उन लोगों तक पहुंचने की कोशिश कर रही हैं, जो अब भी कहीं मलबे, सुरंगों या ऊंची इमारतों में फंसे हो सकते हैं।
भारतीय नागरिकों को भी सुरक्षित निकालने की कोशिश
इस आपदा का असर भारत के नागरिकों पर भी पड़ा है। उपलब्ध जानकारी के मुताबिक 84 भारतीयों को सुरक्षित निकाला गया है, जबकि 149 लोग चीन से नेपाल पहुंच चुके हैं। करीब 400 भारतीय चीन में सुरक्षित बताए गए हैं। वहीं लगभग 320 भारतीयों के अभी भी लापता या संपर्क से बाहर होने की जानकारी है। नेपाल में जारी यह राहत अभियान सिर्फ एक प्राकृतिक आपदा से लड़ाई नहीं, बल्कि मलबे के बीच जिंदगी की तलाश की लगातार कोशिश है। हर रेस्क्यू के साथ सेना और बचाव दल उन परिवारों के लिए उम्मीद जगा रहे हैं, जो अब भी अपने अपनों के लौटने का इंतजार कर रहे हैं।
When Maruti Suzuki introduced its first factory-fitted CNG models in 2010, the fuel had little acceptance among private buyers. Availability was largely restricted to Delhi-NCR, Mumbai-Pune and Gujarat, while the filling network was small and uneven. CNG penetration remained at just 1-2 percent until 2016-17, but Maruti continued to improve the technology and expand its range. It began with affordable cars such as the Alto and Eeco before taking CNG to the WagonR, Swift, Baleno, Dzire and Ertiga. Today, its portfolio includes SUVs such as the Brezza, Fronx, Grand Vitara and Victoris.
Fixing what buyers disliked
In the late 1990s, buyers who wanted a CNG car usually had to convert a petrol model using an aftermarket kit. Most kits were imported, often from Italy or Argentina, and a conversion cost around Rs 30,000-32,000.
As demand grew, some dealers began tying up with local retrofitters. But when these cars developed problems, owners often returned to Maruti workshops even though the company had not supplied or installed the kit. Poorly fitted systems raised concerns about gas leaks and vehicle fires. An aftermarket conversion could also invalidate the manufacturer’s warranty, while the engine and fuel system were not always designed to cope with CNG.
Performance was another weakness. Early conversions resulted in a noticeable drop in power. Some owners would switch to petrol before overtaking or climbing steep roads and returned to CNG once the additional performance was no longer needed.
Factory-fitted systems addressed many of these problems. Engines, valve seats, fuel lines and mounting points were designed to work with CNG. Better calibration reduced the performance loss, while the car retained its manufacturer warranty and could be serviced through Maruti’s dealer network.
The financial case was already strong. Around 2010, CNG cost roughly Rs 20-21 per kg, compared with about Rs 48 per litre for petrol and Rs 38 for diesel. A factory-fitted system added around Rs 45,000-54,000 to the price of the car, but offered better engineering, safety and warranty protection than an aftermarket conversion.
Even so, CNG did not take off immediately. Diesel was widely available, delivered better performance and offered low running costs. In 2013, diesel accounted for around 38 percent of India’s passenger vehicle market, making it the easier choice for many high-mileage users.
The network caught up
India had around 1,200 CNG stations in 2016-17. By March 2026, the network had expanded to about 8,900 stations across roughly 350 cities. This made CNG practical beyond its traditional strongholds. Petrol prices also rose sharply after 2020, crossing Rs 100 per litre in several cities and strengthening the case for switching to a cheaper fuel.
By then, Maruti had already addressed many of the product-related concerns and could respond with a broad factory-fitted portfolio. CNG’s share of Maruti’s new registrations, including private cars and cabs, increased from 14.3 percent in 2021 to 41.2 percent in the first half of 2026. Petrol’s share fell from 76.5 percent to 45.9 percent over the same period. The sharpest jump came between 2023 and 2024, when CNG’s share rose from 24.6 percent to 32 percent.
Commercial vehicles remain important. Cabs account for around 10 percent of Maruti’s cumulative registrations, but contribute more than a quarter of its CNG volumes. However, private buyers now account for the larger part of demand.
“Earlier, if a customer was opting for CNG, the perception was that he was just a very value-conscious customer,” says Maruti Suzuki’s senior executive officer, sales and marketing, Partho Banerjee. “Now, especially with underbody CNG, the profile of customers has changed. They are not only looking for mileage, they also want an aspirational product that feels no different to drive from gasoline.”
CNG moves beyond small cars
The WagonR remains the quintessential CNG hatchback. Its CNG share has risen from 42.5 percent in 2021 to 49.1 percent in the first half of 2026. Nearly every second WagonR buyer now chooses it. CNG is also gaining ground in models that were once overwhelmingly petrol-powered. Its share in the Swift has increased from 1.9 percent to 18 percent, while the Baleno has moved from 2.1 percent to 14.5 percent.
The Dzire has seen an even sharper change. CNG accounted for just 1.7 percent of its registrations in 2021. Its share reached 33.6 percent in H1 2026.
Adoption is strongest in vehicles that cover longer distances or carry more passengers. CNG’s share of the Ertiga has risen from 39.3 percent to 73.6 percent, while the Eeco has moved from 31 percent to 55.2 percent. Big shifts are now also taking place in the SUV segment, where buyers care as much about design, features and luggage space as they do about mileage.
CNG accounts for 43.4 percent of Brezza registrations, compared with 23.7 percent for its Smart Hybrid powertrain in H1 2026. The Fronx has seen its CNG share rise from 10.9 percent at launch in 2023 to 35.4 percent in the first half of 2026. In the case of the Grand Vitara, it has increased from zero to 23.9 percent.
The Victoris has moved even faster. CNG accounted for 55.2 percent of its registrations in the first half of 2026. Its strong response shows that midsize SUV buyers will accept the fuel when it does not compromise the overall ownership experience.
Better packaging removes a key compromise
A large cylinder placed across the luggage compartment has long been one of CNG’s biggest drawbacks. Dual-cylinder systems that divide the gas storage between two smaller cylinders positioned lower in the boot, or placing an underbody tank, create a flatter and more usable luggage area.
Maruti’s latest CNG development is the underbody tank on the Victoris and Brezza.
Central to Maruti’s next CNG push is the underbody CNG setup. The newly launched CNG Brezza opts for this setup – just like in the Victoris – where the tank is placed beneath the floor. It does negate the ability to have the spare tyre, but luggage space remains useable with a boot that is pretty much free of intrusions.
“If I don’t compromise on my driving experience, and I don’t lose boot space, and on top of that I reduce my total cost of ownership, then it is ticking all the boxes. Why would I not go for it?” says Banerjee.
Filling the gap left by diesel
Maruti’s exit from diesel in 2020 left a gap for buyers seeking low running costs without moving to an EV. CNG has become the answer. It cannot match a diesel engine’s torque or effortless highway performance, but it can cost substantially less to run than petrol, particularly for buyers covering high monthly distances. The vehicle can also switch to petrol when CNG is unavailable.
CNG will not replace diesel in every situation. Drivers who regularly travel on highways, carry heavy loads or value strong mid-range performance may still prefer diesel where it remains available. But for largely urban use, CNG now delivers much of the economic advantage that once made diesel attractive. The market has moved beyond mileage.
CNG has reached around 20 percent penetration without requiring buyers to completely change the way they use a car. There is no home charger to install, and the vehicle can run on petrol when the gas runs out. But the next stage will require more than savings. Buyers moving onto larger and more expensive vehicles will expect performance, equipment, luggage space and convenience alongside lower running costs.
“Quality, reliability and mileage are now hygiene,” says Banerjee. “You need to give all of that anyway and then still meet their lifestyle expectations.”
With the Victoris establishing CNG in the midsize SUV market and the Brezza addressing the compact SUV space, Maruti is now taking the fuel deeper into India’s largest vehicle segment, and it says there’s more to come.
Okay, first, a clarification: that’s not me hooning around in the Audi Q3 Sportback. That’s a certain Mr Saumil Shah, who borrowed the car from me for ‘work’ – in the biggest air quotes imaginable.
The Q3 Sportback was the support car for our Lamborghini Sterrato shoot at Nanoli Speedway. And, naturally, a muddy track with acres of runoff was an opportunity that proved far too tempting for him to resist. Fun cars do have a way of making you do slightly silly things when the right opportunity presents itself. And I’d definitely put the Audi Q3 in that category. It’s got a peppy engine, neat handling and even good ground clearance, all wrapped within a compact footprint. As someone who loves smaller cars, the Q3 is right up my alley.
It might not look cutting-edge, but buttons and knobs make the dash very user-friendly.
I’ll admit, life with a luxury car can be a little stressful on Mumbai’s congested roads, where you’re sharing whatever road space is left after all the construction with cars, bikes, battle-hardened buses and everything in between. But the Q3 takes a lot of that stress away. The small size and elevated seating make it very easy to place, and what makes things more relaxing still is the excellent noise insulation. It’s no EV (the engine does get vocal in a good way when rushed), but the Q3 does cut out a lot of the cacophony outside. Another highlight on the Q3 is ride comfort. It makes light work of bad roads with the chunky tyres taking up a lot of the initial impact. Just wish the Q3 got snazzier wheels. The boring alloys undo much of the glamour of the Sportback’s SUV-coupé shape. Gun to my head, I’d still take the standard Q3 with its more conventional derriere.
The Sportback has its fans, but I’d have the conventional Q3.
In cars with ADAS, my SOP is to first check if auto-braking functions are off. The Q3 doesn’t have ADAS, but I do still have a pre-flight check. And that is to ensure Automatic Parking Sensor Activation is turned off. The Q3’s overly sensitive proximity sensors seem to react to absolutely everything around the car and the constant beeping can get alarming in heavy traffic. Of course, connecting my phone via a wire is also a requirement because there’s no wireless connectivity in the Audi.
Constant warnings from over-sensitive proximity sensors an irritant. Best kept off in traffic.
Thing is, I don’t want to overplay these small irritants. Because, in the big picture, the Q3 remains a charming option for buyers looking for an entry luxury car. More so now with some great deals going on the model as it makes way for the next-gen Q3 that comes later this year. Having lived with one, I know I won’t get bored of this Q3 for a long time to come. Heck, maybe I need to scout around for a good deal myself.
जब दुनिया ने उनके सपनों पर शक किया, उनकी माँ ने भरोसा किया।
हुमा कुरैशी और साकिब सलीम के लिए मुंबई का सफर सिर्फ एक्टिंग में करियर बनाने का नहीं था। ये एक-दूसरे का हाथ थामकर आगे बढ़ने का सफर था।
एक का हौसला टूटता, तो दूसरा संभालता।
और शायद यही वजह है कि दोनों ने अपने-अपने सपनों को हकीकत में बदला।
क्योंकि कभी-कभी आपको पूरी दुनिया के भरोसे की जरूरत नहीं होती, बस एक अपने का भरोसा काफी होता है।
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Huma Qureshi Saqib Saleem brother sister story, siblings who achieved dreams together, Huma Qureshi in Baby Do Die Do, Bollywood Siblings Story
भाई बहन की इस जोड़ी ने साथ मिलकर सपनों को बदला हकीकत में | Saqib and Huma Qureshi | Baby Do Die Do | Siblings Story
