With the Norton Atlas and Atlas GT now fully revealed ahead of their expected launch later this year, we finally have a clear picture of what the brand's first new motorcycles for our market  will offer. While they share the same 585cc parallel-twin engine and electronics package, the Atlas and Atlas GT have been engineered for very different purposes. Here's a closer look at what sets them apart.

Norton Atlas vs Atlas GT: What stays the same?

The engine, electronics and braking hardware are identical on both bikes

Both the Atlas and Atlas GT are powered by the same 585cc liquid-cooled, parallel-twin engine producing 70hp at 9,300rpm and 57.5Nm at 7,300rpm, paired with a six-speed gearbox, slipper clutch and bidirectional quickshifter as standard. The electronics package is also shared – a Bosch six-axis IMU underpins lean-sensitive ABS, cornering traction control, cornering cruise control, wheelie control, rear lift control and rear slide control, with five riding modes (Urban, Rain, Sport, Tour and Enduro) on both. An 8-inch touchscreen TFT display with turn-by-turn navigation, Bluetooth and Wi-Fi connectivity, and over-the-air update capability are also standard across both models.

Braking hardware is identical too, with dual 310mm front discs paired and a 270mm rear disc. The bikes also share the same 15.4-litre fuel tank. 

Both the Atlas and Atlas GT are also available in a higher-spec Apex variant, which adds electronic combined braking, hill-hold assist, heated grips, TPMS, LED cornering lights, and an easy-adjust windscreen as standard.

Norton Atlas vs Atlas GT: Suspension and wheels

The Atlas gets longer-travel suspension and a 19-inch front wheel; the GT gets 17-inch wheels at both ends

This is the most fundamental difference between the two bikes and the one that most defines their respective characters. The Atlas gets a fully adjustable KYB 43mm USD fork and monoshock combo with 180mm of travel front and rear, a 19-inch front/17-inch rear wheel setup (available in cast alloy or spoked steel), 220mm of ground clearance and an 845mm seat height. The larger front wheel and longer suspension travel should give it a more traditional adventure motorcycle character.

The Atlas GT takes a road-focused approach with 140mm of suspension travel at both ends and 17-inch wheels front and rear, which should translate to sharper steering and a more committed road-riding character. Seat height drops to 815mm, making it the more accessible of the two for shorter riders. 

A car that’s not been cleaned is not only a visual deterrence, it also increases drag and thus reduces overall efficiency. This happens because the air flowing over (or around) the vehicle’s body gets disrupted by small particles and becomes turbulent. An unkempt interior, too, looks bad and can cause distractions while driving. Cleaning your car might be one of the most obvious aspects of vehicle ownership, but doing so without adequate preparation and the right gear can cause more harm than good.

Do not use unsuitable cleaning tools

Fabrics used for human clothing can leave behind swirl marks and lint quite easily if used to wipe a car clean. They can also drag particles across the surface, leading to micro scratches on the paint and the glass. Steer clear of rags or dirty clothes for similar reasons. Similarly, a microfiber cloth used to clean the wheels shouldn’t be reused on painted body panels, as this can introduce more abrasive particles from lower down in the vehicle and cause scratches and swirl marks. Using the wrong type of brush can prematurely wear soft-touch materials, leading to scuffs, scratches and micro-tears.

Use dedicated tools for different areas

Whether it be cloths, brushes or any other cleaning tools, ensure they’re separated based on the spot they cleaned. This will keep the risk of cross-contamination at bay, thereby avoiding dirtying the surfaces that have already been cleaned – be it metal body panels, glass, exterior plastic trim, and interior plastic & soft-touch trim.

Avoid unsuitable cleaning products

Using household detergents to clean the exterior of your car can erode the protective coating applied over the paint. Furthermore, repeated exposure to such harsh detergents can degrade the plastic trim and tyres over time. Using kitchen or bathroom cleaners can damage cabin areas made out of or covered in soft-touch plastics, leatherette or leather upholsteries, and metallic or chrome garnishes, as these cleaners often contain harsh chemicals.

Pick the right cleaner for the job

Always pick a dedicated car shampoo, which is formulated to get rid of grime and muck without damaging your car’s paintwork, protective coating, or other exterior features that may include chrome or metallic trim. Moving inside, choose solutions that are specifically meant to be used on your car’s interior. It’s also recommended to use different cleaners for the seats, dashboard, digital displays and glass surfaces.

Improper washing techniques

Exposure to direct sunlight can quickly evaporate water droplets and residual foam from the surface after a thorough wash. This can leave behind tell-tale signs like streaks and blotches, requiring another round of cleaning. Deploying a pressure washer in close proximity to a car can damage its exterior finish, rubber seals and plastic body panels. Modern cars are also fitted with various sensors and electronic equipment, and forcing water into these sensitive areas under high pressure can lead to malfunctions in one or more of the vehicle’s systems.

Using excessive amounts of water to clean the seats and floor mats can soak the foam padding underneath, resulting in moisture accumulation, mould formation and unpleasant odours. It can also damage electrical wiring, potentially causing powered-seat mechanisms and seat ventilation, heating and massage functions to malfunction.

Wash the car correctly

Rinsing your car thoroughly before washing it with shampoo gets rid of dust and other small contaminants. However, avoid hard water (borewell water, for example) as it often contains salts and minerals, which can leave behind residue once the water dries. This is where the ‘two-bucket method’ comes in, wherein one bucket contains clean water and the other contains the shampoo solution. Following this method will help prevent dirt and grime from being reintroduced onto the vehicle during the washing process.

Regardless, start washing from the roof and work your way down to prevent transferring grime from lower sections onto cleaner surfaces. If you must use a pressure washer, avoid hitting sensors and other sensitive components. Upon completion, dry your car with clean microfiber cloths.

Do not ignore contaminants

It’s common to find cars splattered with dead bugs or covered in bird droppings. Seemingly harmless at first, these contain organic matter and enzymes that can damage the paint or clear coat if left unattended. In the case of bird droppings, concentrated levels of uric acid can leave permanent marks if they’re not removed soon.

Remove contaminants quickly

Bird droppings, splattered bugs, stray vegetation and other foreign contaminants should be removed as soon as possible. Being prompt with this will help you keep your car’s paint and clear coat from staining or etching, keeping them in good form for a longer period.

Avoid damaging sensitive cabin trim

Most modern cars come with multiple screens, with digital multi-information displays (MIDs) or a digital instrument clusters and infotainment touchscreens being common. Spraying cleaning products directly onto them can wear down the touch-sensitive areas and damage the electronic components behind the screens if excess liquid makes it past the small gaps around them. Soft-touch cabin trim can also experience premature wear if subjected to the wrong tool or cleaning solution.

Use the correct cleaning method

Depending on the interior surface in question, you may have to use different types of cleaning tools. For example, certain plastic cabin trim will require the use of a soft brush to get rid of stuck dirt. On the other hand, keep microfiber cloths on hand to wipe clean the touchscreen and the panel for the gauge cluster. However, apply cleaning products to a microfiber cloth rather than directly onto displays.

Do not ignore hidden areas

While visible body panels and interior surfaces receive most of the attention, dirt, moisture and debris often accumulate in less obvious locations such as in and around the doors, bumpers, wheel arches, floor mats and carpets. Neglecting these areas can lead to grime build-up, along with unpleasant odours and premature material deterioration.

Clean hidden areas regularly

Once you’re done cleaning the major portions of your car, move on to some of the nooks and crannies. Areas like the door hinges, door sills and door handles can accumulate dirt quite easily. Similarly, recesses for the fuel-filler or charging port door, rear spoiler (if equipped) and rain gutters (if visible) become dirty over time. Stray vegetation and debris can also make their way under the bonnet. Then there are nooks and crannies around the tyres, mudflaps and bumpers – these need to be cleaned regularly too.

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The Surrey Hills on a sunny May morning are unfairly beautiful. The lanes unspool through tunnels of budding beech, the tarmac still faintly damp from the night before, and the air carries that particular English countryside smell – wet earth, cut grass, possibility. I am on a Royal Enfield Classic 650, idling in the shadow of a Victorian water tower.

The tower behind me was already three years old when Royal Enfield made its first motorcycle in 1901. Both are relics of the Victorian age, both still in use, and neither appears ready to retire. 

Elspeth rolls up on a Royal Enfield Himalayan with the easy confidence of someone who has ridden across five continents. She stops beside me, visor up, eyes bright.

“Shall we?” she says.

Yes, we shall.

Forty-three years ago, Elspeth Beard was 23, freshly heartbroken, and fed up with being condescended to. When a British motorcycle magazine laughed at her plan to ride solo around the world, that laughter became rocket fuel. In October 1982, she pointed her 1974 BMW R60/6 toward the horizon and simply rode.

No sponsors. No GPS. No mobile phone. With just enough money to get across the Atlantic, a Haynes manual, and a stubbornness that would prove almost geological. Thirty-five thousand miles later, in 1984, she had crossed America, Australia, Southeast Asia, India, Pakistan and Europe, surviving crashes, illness, robbery in Singapore, brake failure on Zoji La, and the danger of riding through Punjab during a period of terrorism. She became the first British woman to circumnavigate the globe by motorcycle, then went home, qualified as an architect, and said almost nothing about it for thirty years.

She is 67 now, and she rides like someone completely at home on a motorcycle.

We pull away from the tower. In 1988, she bought the derelict 130-foot Munstead Water Tower at auction without planning permission or listed building consent – a huge gamble everyone said she couldn’t win. The council insisted it was impossible to convert into a home, citing rigid restrictions on fire escapes and historic preservation. But her world ride had taught her that nothing was truly impossible; difficulties could always be surmounted. She fought for 18 months, winning an appeal to the Department of the Environment that relaxed the key rules. Over the next seven years of blood, sweat and ingenuity, she transformed it into her six-floor home, complete with 142 steps to the roof – an award-winning design that preserved its industrial soul.

The Classic 650 settles into its twin-cylinder thump beneath me, a sound that feels both contemporary and ancestral. The Surrey Hills open around us, light breaking through the trees in long slanted shafts.

I first met Elspeth in June 2024, at this very tower. I had stumbled upon her book – Lone Rider – and had reached out to her with regards to a series of overlanding stories I was writing. I arrived expecting someone formidable. What I found was someone warm, funny, precise and entirely without affectation. We had 45 minutes and ended up talking for two hours – about the ride, the BMW, what it felt like to be a young woman alone in Baluchistan in 1983, and the repairs she improvised along the way.

I asked whether she had studied the Haynes manual in detail before setting off or simply learned as she went.

“Both,” she said. “You read the manual, and then the road teaches you things the manual never thought to mention.”

That meeting led to her being invited to speak at a motorcycle festival in Goa. Characteristically, she did not land in Goa. 

She flew into Mumbai, and a small group of us rode along the Maharashtra coast to Goa over three days. It was the third time Elspeth rode in India. The second was in 2002, when she returned as back-up driver and support for adventurer Nick Sanders, shepherding 23 riders across the globe in three months. She often drove a truck for 18 hours and 900 miles a day, and when riders fell off, she took their bikes. 

“On that trip”, she said, “I led a part of that ride from Madras – it is still Madras to me – to Bangalore, then Goa and Bombay, riding on a Royal Enfield Bullet.”

Riding with her in India, I got to see her off the page and in the saddle. She was unfussy and unpretentious. When asked what she wanted from a menu, she would say, “I’ll just dig into whatever is on the table.” If offered a choice of rooms, she would say, “Any room is fine by me.” She rode through the sweltering coastal humidity and rural Indian cacophony without complaint and moved through each day with the settled ease of someone who sorted out her relationship with discomfort a long time ago.

The lanes narrow as we drop into a valley, the hedgerows closing in, the tarmac damp in the shade. The Classic 650 feels planted and eager, steering with the directness these roads reward. I think about Royal Enfield’s 125 years not as a heritage story, but as a geological fact. Brands come and go; Royal Enfield has just kept making motorcycles. The company is Indian-owned now, and the Classic 650 is manufactured in Chennai. Yet the silhouette and character still carry something recognisably continuous with the motorcycles Royal Enfield was making when the English throne was still warm with Victoria’s presence.

I catch up with Elspeth at a junction and we pause.

“Does a brand that refuses to let go of its analogue soul resonate with you more than the high-tech superbikes of today?” I ask.

“There is something in a Royal Enfield that speaks to the idea of motorcycling as an experience rather than a performance,” she says. “You’re not being managed by the motorcycle. You’re riding it. There are no chapters and chapters of menus and settings. It feels refreshingly analogue, and I like that.”

I ask about Britishness – whether she feels anything specific in riding the oldest British motorcycle brand still in production through these Surrey lanes.

“The old Enfields had a very particular feel,” she says. “A thump, and a fussiness– they were quite fastidious machines, actually. These new ones, the engines are smooth, that fussiness and the mood swings are gone. But the form has remained. And that form is a hark back to the glorious days of British motorcycling. Royal Enfield has stayed true to that silhouette. You see this bike on a Surrey lane and something in you remembers what vintage British motorcycling used to feel like.”

We stop mid-morning at the Little Barn Café in Elstead. We order coffee, quiche and Greek salad. The Himalayan and the Classic 650 sit outside in the sunshine like patient dogs, and over the table, the ride momentarily slows down.

I ask whether, as an architect, she sees something of enduring architecture in Royal Enfield’s century-old design language.

“It is a masterclass in form following function,” she says. “They haven’t added things for the sake of adding them. What you see is what it does. That’s honest design. In a world of plastic-clad adventure bikes that look like they’re going to the moon, there is something very grounding about that.”

“And the metal, the chrome, the heft?” I ask.

“Planted,” she says immediately. “Solid. I like the simplicity of it. You know exactly where you stand.” 

“That is, unless of course, it falls on you,” she says with a wry smile – she once took a tumble as a pillion on a Classic 650 and broke her leg in three places.

I ask about self-sufficiency with motorcycles today, recalling her ability to keep the BMW running on her RTW trip through conditions that would defeat most mechanics.

“To a certain extent, yes,” she says. “You could change the oil, the filter, grease the chain, deal with a puncture. The basics. But I wouldn’t think you could strip the engine completely and rebuild it the way I did with my BMW. Which is fine – you’re not going to need to, most of the time. But the spirit of accessibility is still there.”

Then I ask the question I have been building toward all morning: if she were doing that 35,000-mile ride today, would it be possible to recapture the magic?

“You can’t do what I did,” she says without hesitation. “Not really. There is always an invisible buffer now. There is an eye in the sky even in the middle of nowhere. You can’t truly getaway.  Your last credit card transaction puts an approximate fix on your recent location, and your phone can be triangulated to pinpoint your precise location. And you can’t opt out of the digital space, either. Travel today is built on the phone and the credit card. Try to go without them, and you’ll find the infrastructure simply doesn’t work for you. The world has been wired in a way that makes disconnected analogue travel almost impossible.”

She pauses and then adds, “which is extraordinary, when you think about it. And a little sad.”

We finish our meal, pull on helmets and gloves, and head back into the hills. I ride alongside her on a long straight, the two engines in an easy rhythm, and the morning opens out around us.

After 20 minutes we stop at a view point, and I ask whether it is hard to find adventure in these lanes after the excitement and uncertainty of say the Karakoram Highway.

“The riding is beautiful here,” she says. “But the feeling is completely different. Out there – really out there, far from home in a strange country – everything sharpens. You are acutely aware of every sound the motorcycle makes, every change in the road, every person you pass, because that motorcycle is all you have. That awareness is its own kind of high. Here, you know home is around the corner. You relax, you breathe, you enjoy it. It’s the difference between edge and ease. Both are real. But they are not the same thing. And honestly, sometimes you miss the edge.”

We roll back to the tower as the morning tips toward afternoon. She dismounts, pulls off her helmet, and tucks it under her arm. She opens the garage door and wheels the Himalayan inside, and I catch myself standing still.

The garage is less a storage space than a testament. There is the 1998 R80 GS Basic, bought in 2001 and still her everyday motorcycle. There is an immaculate 1973 R75/5. There is a lightweight Yamaha Serow for trail riding. There is a Porsche in there too. And there, standing modestly in a corner, is the BMW R60/6 – her R60/6 – the motorcycle she rode around the world in 1982 and later restored with painstaking care.

It sits not on a pedestal, but among the other machines, as it should: a working part of a collection still very much in use.

Looking at the garage and then at the woman who filled it, I am struck by the fact that this love affair with machines, motion and the freedom of two wheels did not begin in 1982. It began earlier, in a teenager who looked at a motorcycle and saw possibility rather than danger. That teenager became the woman who circled the globe, turned a Victorian water tower into a home, and is nowhere near done.

Back outside, she looks at the Himalayan one last time before closing the door.

“You know what’s nice about this?” she says. “It doesn’t feel like it’s trying to impress you. It just feels like a motorcycle.”

From Elspeth Beard, that is just about the highest praise a motorcycle can receive.

Mercedes-Benz is set to launch the 2026 facelift of its flagship sedan, the S-Class, in India on Monday, June 15. Revealed earlier this year, the S-Class facelift introduces major changes inside and out – Mercedes-Benz claims that 50 percent of it is new. Below, we’ve laid out everything you can expect from the 2026 S-Class facelift ahead of its imminent India launch. 

What exterior changes does the 2026 Mercedes-Benz S-Class facelift have?

The majority of styling changes for the 2026 S-Class facelift are concentrated on the front end. It gets reshaped LED headlamps that, like newer Mercedes models, feature three-pointed star LED signatures. Mercedes also claims that the headlamps are 40 percent brighter than those of the outgoing S-Class. The headlamps flow into a much larger grille, which is illuminated (the bonnet-mounted star also lights up) and has tiny three-pointed stars between its horizontal slats, and the air intakes on the revised bumper are now cordoned-off into chrome-lined clusters.

Not much has changed on the side profile of the 2026 S-Class facelift, save for new 18-inch alloy wheels (standard fit, up to 19-inchers available) and cameras on front fenders and ORVMs. At the back, the tail-lamps have a smoother profile and incorporate three-pointed star DRLs. The chrome band connecting them is slimmer, and the bumper has a subtle diffuser-like treatment. 

What interior changes does the 2026 Mercedes-Benz S-Class facelift bring?

Inside, the 2026 S-Class facelift is a major departure from its predecessor in terms of layout. It ditches the prior S-Class’ wood-laden dashboard and 12.8-inch infotainment touchscreen in favour of a massive ‘Superscreen’ setup, which comprises a 14.4-inch central touchscreen, a 12.3-inch passenger display and a 12.3-inch digital infotainment cluster. The Superscreen runs on the latest MB.OS software and integrates most in-car functions. 

There’s also an updated steering wheel with numerous physical controls, turbine-style AC vents on the extremities of the dashboard, a redesigned centre console with dual wireless charging pads, and heaps of ambient lighting all around. Moving to the rear, the prior S-Class’ 7-inch central controller tablet has been replaced by two smartphone-like units in the 2026 facelift, but the 43.5-degree reclining seats with heating, ventilation, and massage functions have been retained. As before, buyers of the 2026 S-Class facelift will be able to choose from various interior colour schemes, upholsteries and trim options.

Which features does the 2026 Mercedes-Benz S-Class facelift offer?

In addition to the aforementioned Superscreen, dual wireless charging pads, ambient lighting, and luxurious rear seats, the 2026 S-Class facelift packs goodies like a dual-pane sunroof, an ADAS suite labelled ‘Level 2++’, dual 13.6-inch rear entertainment screens, a new AI assistant, over-the-air (OTA) updates, 4-zone climate control, upgraded auto-park assist, rear-wheel steering, air suspension, and more.

Which powertrain will the 2026 Mercedes-Benz S-Class facelift come with?

At launch, the 2026 S-Class facelift will be offered in a sole plug-in hybrid ‘S 450e’ spec in India – the first non-AMG PHEV variant of the S-Class to be sold here. Under the S 450e’s skin lies a 3.0-litre turbo-petrol inline-six, a 22kWh battery, and rear-mounted electric motor, all of which team up to generate 435hp and 680Nm, which is routed solely to the rear wheels via a 9-speed automatic gearbox. Mercedes claims a 0-100kph time of 5.7 seconds and an all-electric range of 100km.

Down the line, Mercedes is anticipated to add the petrol-powered S 450 variant to the updated S-Class line-up. The S 450 gets an upgraded 3.0-litre turbocharged inline-six with a 48V mild-hybrid system, outputting up to 404hp and 500Nm, channelled to all four wheels via a 9-speed automatic. 0-100kph comes up in a claimed 4.9 seconds. For buyers interested in a diesel option, though, it’s currently unclear if Mercedes plans to offer the 313hp S 350d variant of the S-Class facelift in India.

What is the expected price of the 2026 Mercedes-Benz S-Class facelift?

Considering the thorough revisions in the 2026 S-Class facelift, expect it to command a significant premium over the outgoing model. We anticipate the 2026 S-Class facelift to be priced in the Rs 2 crore-2.4 crore ballpark (ex-showroom), with the S 450e likely to be the costliest due to the added complexity of its PHEV powertrain.

With the Kerala government recently legalising a host of aftermarket modifications and accessories, vehicle customisation has again become a hot topic among enthusiasts. But beyond the question of legality, car users are often confused about the implications of fitting an accessory on their car’s warranty. The good news, however, is that some accessories can be installed without violating the warranty clauses. Here’s a detailed account of such accessories.

Note: An aftermarket accessory does not void the car's entire warranty. If a component is affected by a modification, a manufacturer can only deny warranty claims for that component, meaning that the coverage for unrelated parts of the vehicle remains intact.

Decorative accessories generally do not affect a car’s warranty

Unless drilled or welded into the body, the warranty is not voided by a styling accessory

Accessories which are generally fixed to a car’s body without the need for drilling or making any modifications to the body, including door visors, bumper and door protectors, and mud flaps, do not affect a vehicle’s warranty. Spoilers and roof rails are also immune to voiding a vehicle’s warranty as long as they are not drilled or welded into the car’s body. Generally, all add-ons that are affixed to the vehicle with the use of automotive-grade adhesives, such as 3M tapes, do not affect a car’s warranty.

One of the most common things people do while customising a car is changing the stock wheels. Installing aftermarket alloy wheels does not affect a car’s warranty as long as you match the OEM wheel size. Upsizing, using wider tyres or installing wheel spacers, however, may cause mechanical failure and hence void the warranty.

Non-electrical interior accessories are generally immune to voiding a car warranty 

Like the exterior accessories, aftermarket interior styling accessories do not void a car warranty. These add-ons, including seat covers, steering wheel covers, an adapter for wireless phone connectivity, floor mats, door scuff plates, dashboard ornaments/figurines, and window sunshades, do not harm the warranty. However, special care should be taken if the seats have heating, ventilation, and massage functions and are equipped with curtain airbags, as any malfunction due to aftermarket covers can affect the warranty on the specific part.

One important thing to note is that while the exterior and interior styling accessories are generally warranty-safe, owners must ensure that they comply with legal regulations. For instance, add-ons like sun films, vinyl wraps and luggage racks may not affect the warranty, but could attract traffic challans in certain cities.

Electronic accessories need a more careful approach

‘Coupler-to-coupler’ accessories that draw a lot of power can void the warranty

Compared to styling accessories, electronic add-ons, including aftermarket dashcams, parking cameras, and ambient lighting, that are installed by hardwiring, or splicing and cutting wires, can void a portion of your car’s warranty. Using ‘coupler-to-coupler’ methods or fuse taps generally does not void the warranty; some manufacturers impose warranty penalties if the accessory does not comply with OEM standards or is not installed by a professional.

Plug-and-play electronic accessories, powered by a 12V socket or the USB ports, are generally safe. However, if these plug-and-play accessories draw a lot of power, such as aftermarket high-wattage headlight bulbs, infotainment systems, large audio amplifiers and high-pressure air compressors, they can strain the vehicle's alternator, battery, or fuses and cause circuit damage, voiding the warranty.

How to ensure accessories do not void the warranty

Consulting your dealership before installing an accessory can save your car's warranty

To ensure that an accessory does not conflict with the car’s warranty clauses, it is recommended that you read the car’s manual thoroughly and consult your dealership for guidance before the installation. If possible, conduct all communication via email or WhatsApp so that the discussion is admissible as evidence in case of a legal dispute. Also, ensure to take receipts and bills for all the accessories installed. OEM accessories do not affect a car’s warranty, and if they are installed at a dealership, it could be one less headache.

However, if you need to access the car’s warranty for a faulty part, dealerships may try to claim liability for the malfunctioning part due to the installation of an aftermarket accessory in some cases. Under the Consumer Protection Act, 2019, a manufacturer cannot use random clauses to void a warranty if a direct link exists between a failure and your actions. Hence, you will have to prove either that the issue existed before the accessory was installed or that your actions had no effect on the warranted part.

The Hero Xoom 160 is unlike anything else currently on sale in India. With its adventure-scooter styling, maxi-scooter proportions and 156cc liquid-cooled engine, it promises more performance and touring ability than a conventional scooter. But how efficient is Hero's flagship scooter in the real world? We put it through our standard fuel-efficiency test cycle to find out.

Hero Xoom 160 real-world fuel efficiency

We began with our city fuel-efficiency test, riding the Xoom 160 through the busy roads of South Mumbai, where traffic congestion, frequent signals and stop-go conditions closely replicate everyday urban usage. Over a distance of 47.1km, the scooter consumed 1.24 litres of fuel, returning a fuel-efficiency figure of 37.98kpl.

The highway test followed on our fixed route, where the Xoom 160 covered 49.2km. Refilling the tank, again required 1.24 litres of fuel, resulting in a highway fuel-efficiency figure of 39.67kpl.

Taken together, the Hero Xoom 160 delivered an average fuel-efficiency figure of 38.8kpl across our test cycles.

Hero Xoom 160 fuel-efficiency analysis

At 142kg kerb, the Xoom 160 is significantly heavier than a typical scooter. Combined with its 156cc liquid-cooled engine, fuel efficiency is not its primary focus. Even so, the Xoom's real-world figures are respectable for a scooter of its size, weight and performance.

The Xoom returned a slightly higher fuel-efficiency figure on the highway than in the city. The liquid-cooled engine feels relaxed at cruising speeds and doesn't need to work particularly hard to maintain momentum, which helps it achieve a marginally better result outside urban conditions.

It is worth noting that our tests were conducted during Mumbai's summer months, with ambient temperatures hovering between 35 and 40 degrees Celsius, which can have a minor impact on fuel consumption.

Autocar India's fuel-efficiency testing

Our fuel-efficiency testing routine starts by first brimming the tank and ensuring the scooter is running the manufacturer's recommended tyre pressures. The scooter is then ridden on fixed city and highway routes, where we maintain pre-determined average speeds that best replicate real-world riding conditions while also respecting speed limits. Rider weight and payload are kept consistent across tests to ensure repeatable results. At the end of each test cycle, the fuel tank is filled to the brim once again, allowing us to accurately calculate fuel consumption against the distance covered.

The Indian government recently introduced E85 fuel - petrol blended with 85 percent ethanol - at Rs 82.12 per litre in Delhi, which is Rs 20 lower than the current baseline fuel available nationwide - E20. Naturally, the first question on everyone’s minds was how big a drop does E85 have on a vehicle’s fuel efficiency? Ethanol does have a lower energy content than petrol with pure petrol standing at around 32MJ/l (megajoule/litre), E20 hovering around 30.5MJ/l and E85 dropping down to 23.5 to 24MJ/l.

To understand the impact of this, we conducted a real-world test using a Suzuki Gixxer SF 250 FFV (Flex Fuel Vehicle), which is one of the only two-wheelers on sale in India currently, capable of running on E85 fuel. Hero MotoCorp has recently launched flex fuel versions of its popular Spendor and HF Deluxe models as well, but deliveries won’t begin until July and while Honda used to sell a flex fuel version of its CB300F, that bike has now been discontinued.

Autocar India’s testing methodology

The Gixxer’s fuel tank was completely drained and we ensured that there was no petrol remaining in the fuel system either. After that, the bike was filled to the brim with E85 fuel and its tyre pressures set to manufacturer specifications. Then the bike was ridden on the same 80km loop in Delhi over two and a half hours simulating a combined scenario of open roads with faster flowing traffic as well as more heavily trafficked roads flowing at a slower pace. During this, our average speed hovered around 29kph. Our test was conducted during the middle of the week to have the most consistent real-world traffic conditions. The fuel’s level was also measured from the same set of dispensers, and a brim-to-brim filling method was used.

Once we finished the first run on E85, tanking up the Gixxer 250 required 2.79 litres, which meant that the bike returned 28.81kpl.

Subsequently, we drained the tank fully and let the engine idle until every last drop of E85 had been consumed. Then we proceeded to fill E20 fuel into the Gixxer and repeat the test all over again the next day. We ensured to run the test on the same route at the same time and under similar weather and traffic conditions, while also maintaining similar average speeds as before.

Once we finished our 80km test loop, the Suzuki needed 1.93 litres of E20 petrol to brim the tank. A simple calculation revealed that the bike gave us a much higher fuel economy number of 38.1kpl. 

E85 vs E20 mileage test results	Suzuki Gixxer SF 250
Average Speed	29kph
Efficiency on E85	28.81kpl
Efficiency on E20	38.1kpl
% Variance	24.40
Cost per km on E85	Rs 2.85
Cost per km on E20	Rs 2.68
Cost per 10,000km on E85	Rs 28,514
Cost per 10,000km on E20	Rs 26,803
Vehicle cost	Rs 1,89,768 (Gixxer SF 250)
Flex Fuel vehicle cost	Rs 1,98,457 (Gixxer SF 250 FFV)

What does this mean for the average consumer?

From the numbers above, it is crystal clear that E85 petrol returns much lower fuel economy than E20 petrol - to be precise, 24.40 percent lower, as per our instrumented tests on this particular vehicle. That number may vary based on the vehicle, riding conditions and riding style but this is a good indicator on what to expect.

As of today, in Delhi, E85 petrol is priced at Rs 82.12 per litre and E20 is at Rs 102.12 per litre. The difference in the pricing of the fuel works out to 19.58 percent. If one were to crunch the numbers, it becomes apparent that the differential in the pricing between E20 and E85 fuel isn’t big enough to make monetary sense for motorists to invest their hard-earned money into flex fuel vehicles - at least with the current fuel pricing structure.

When considered on a cost per kilometer basis, it works out to about Rs 2.68/km for E20 and Rs 2.85/km for E85 on the Suzuki Gixxer SF 250 FFV. Over a 10,000km distance, running E85 in this motorcycle at this fuel pricing will work out to an additional Rs 1,711. That difference will only get bigger with larger capacity motorcycles and especially on cars that have much lower fuel efficiency than bikes.

Not only that, flex fuel versions of vehicles themselves cost higher than the ones designed to run on regular petrol. For example, the flex fuel version of the Gixxer SF 250 we tested costs Rs 1.98 lakh (ex-showroom, Delhi), which is nearly 5 percent more than the Rs 1.89 lakh regular version that runs on E20. A similar percentage difference in the purchase price can also be seen in the recently launched Flex Fuel bikes from Hero MotoCorp.

According to petroleum minister Hardeep Singh Puri, initial plans include 50-100 E85/E100 dispensing stations in the Delhi-NCR and Mumbai-Pune-Nagpur corridor, expanding to 500 stations by December 2026. Puri estimates that as many as 5,000 dispensing stations will be set up across major Indian cities by the end of 2027.

For Flex Fuel vehicles to gain popularity in India, E85 should be priced low enough that it not only matches the running cost of E20, but goes below it.

BYD India currently sells just electric vehicles, but that will change by the end of 2026 with the launch of the Seal U plug-in hybrid SUV. BYD calls its plug-in hybrid technology DM-i, short for Dual Mode Intelligent. The company claims that unlike conventional hybrid systems where the ICE engine does most of the work and the electric motor steps in only to assist, DM-i reverses this and takes an electric-first approach. That naturally raises a few questions around range and performance, so read on as we answer them.

BYD DM-i plug-in hybrid system details

At the heart of the system is BYD's Xiaoyun engine. It has been designed specifically for hybrid applications. BYD even claims the world’s best thermal efficiency of 43.04 percent for the ICE engine. The DM-i models sold overseas use either naturally aspirated or turbo-petrol engines. The Seal U, for reference, offers 1.5-litre four-cylinder naturally aspirated and turbo-petrol engine options in international markets.

The other key part is the electric hybrid system, or EHS. This controls both the traction motor that drives the wheels and the starter generator. The electric motors are claimed to be 97.5 percent efficient, helping the system get the most out of every unit of energy.

BYD has also optimised the Blade battery specifically for this plug-in hybrid powertrain, designed to handle high charge and discharge rates alongside performance demands. It even powers the air-conditioning system, which does not use a traditional engine-driven belt or chain.

One of the biggest advantages of a plug-in hybrid is charging convenience. The battery can be charged externally, which gives the system more flexibility than a strong hybrid vehicle. BYD says the engine uses up to 4.8 litres per 100km, which works out to around 21km a litre. 

EV, Series and Parallel modes

EV mode: The car runs purely on electric power, with the engine switched off. That makes it best suited for city use and daily commuting, and BYD says it can do up to 200km in this mode, depending on the vehicle.

Series mode: Just like in a range extender vehicle, the Xiaoyun engine works as a generator and charges the battery, while the electric motor drives the wheels. BYD says this mode kicks in when the battery state of charge drops below 25 percent. In this setup, the company claims a range of over 1,200km on a full tank of fuel.

Parallel mode: The petrol engine kicks in and drives the wheels directly alongside the electric motors when more power is needed. This is where the setup stands out, because in a typical range-extender vehicle, the engine only acts as a generator and never drives the wheels. Here, both are possible. AWD, where offered, is enabled via a rear electric motor, depending on the model.

Notably, the EHS system automatically switches between these modes.

BYD Seal U DM-i specs

In some markets, the Seal U SUV is also sold as the Sealion 6, which BYD showcased at the 2025 Auto Expo to gauge the audience’s interest. The Seal U is a five-seat SUV and is about the same size as the Mahindra XEV 9e. It measures 4,775mm in length, 1,890mm in width and 1,670mm in height and has a 2,765mm wheelbase. Internationally, it is offered in both front-wheel-drive and all-wheel-drive forms. Depending on the version, combined output can go up to 323hp and 550Nm. 

BYD claims an electric-only range of up to 126km using an 18.3kWh battery pack, which can be charged from 30 to 80 percent in 35 minutes with an 18 kW DC charger, while the system’s combined range is pegged at up to 1,080km. The claimed 0-100kph time for the AWD version is 5.9 seconds.

That said, we are told that BYD engineers are working on making improvements to the powertrain, which are likely to be rolled out to global models soon. These may result in different specifications for the India-bound Seal U.

If you’re in the market for a fuel-efficient turbo-petrol automatic SUV, the Skoda Kushaq and Kia Seltos come across as capable options. While ARAI-claimed mileage figures for the two are 18.72kpl and 17.5kpl, respectively, how do they fare in real-world conditions? We put both the Kushaq and Seltos, in turbo-petrol automatic guise, through our comprehensive real-world mileage tests to determine the more frugal option. 

Explore full specs, features and a price breakdown in our Kushaq vs Seltos comparison.

Skoda Kushaq vs Kia Seltos: Specifications and price 

Seltos delivers more power, but the Kushaq is lighter 

Both the Kushaq and Seltos turbo-petrol variants are powered by 1.5-litre engines mated to a 7-speed DCT. The Kushaq’s mill churns out 150hp and 250Nm, while the Seltos’ unit delivers more power at 160hp and 253Nm of torque. However, the Seltos is 145kg heavier than the Kushaq. The Seltos begins from a more affordable price point over the Kushaq, as the turbo-petrol-automatic configuration is available on its mid-level variants. However, at the top-end, the Skoda is cheaper than the Kia by Rs 1 lakh.

Skoda Kushaq vs Kia Seltos turbo-petrol AT: Real-world fuel-efficiency 

Kushaq nudges ahead of the Seltos by 0.4kpl overall

In our real-world mileage tests, the Kushaq turbo-petrol proved to be the more frugal SUV, albeit slightly. The Kushaq delivered 0.28kpl more in the city, while the gap increased to 0.53kpl on the highway. The 0.4kpl lead in overall mileage also helps it go 40km longer on a full tank, in contrast to the Seltos’ 601km range. The Kushaq’s additional frugality over the Seltos can be credited to its lighter weight, the availability of an automatic engine stop-start system and active cylinder deactivation technology, which the latter does not get.   

Autocar India’s fuel efficiency testing

Before our real-world fuel efficiency tests, we fill our test cars’ tanks to the brim and maintain tyre pressures based on the manufacturer’s recommendations. These cars are driven in fixed city and highway loops in and around Navi Mumbai, and we maintain certain average speeds. Throughout the tests, there is only one person in each car, running the air conditioner and other electricals, such as the audio system, indicators and wipers, when required, just like a regular user would. Periodic driver swaps further neutralise variations in driver patterns. At the end of each cycle, we calculate efficiency by filling the tanks to full again.

All prices are ex-showroom, India.

We’re in the midst of a brutal summer, with temperatures soaring well past the 40deg mark across much of the country. It is the wrong time of year to be out in the sun, but also the perfect time for our AC torture test. We’ve assembled seven compact SUVs and five midsize SUVs, and the objective is simple: to find out which ones can keep their cool when the going gets hot.

In preparation for the test, each car is parked under direct sunlight for two hours with its engine switched off and windows rolled up. Sunroof shades are kept closed, but rear window shades are rolled away. The cars are rigged with sophisticated test equipment, which captures reams of data, provided by Zen Microsystems. Five thermocouple sensors read ambient temperature, cabin temperature, vent temperature (it captures how cold the air is), front-seat temperature (measured near the driver’s ear) and rear-seat temperature (measured at the rear centre armrest). 

Getting into the cars for the actual test was like stepping into a furnace. Repeatedly. To simulate a worst-case scenario, the windows were kept shut for the duration of the test. Climate control was set to recirculation mode, maximum blower speed and the lowest possible temperature. Front vents were directed at the driver’s face, while rear vents were aimed at the rear-seat centre occupant.

Temperature readings were recorded after one minute of idling, and then after five, 10 and 15 minutes of driving over a fixed route at 50-60kph. A final reading was taken after another minute of idling.

Do note that the compact SUV and midsize SUV tests were conducted on different days in May, with peak ambient temperatures of 41.2 deg C and 42.2 deg C respectively, but differing humidity levels. Results should only be compared among vehicles tested on the same day.

Hyundai Venue

The Venue started the test with an impressive 12.5 deg C drop in the first minute alone. Cooling remained strong over the drive, with the lowest driver, rear and cabin temperatures. Props here to the Venue’s vents that have a wide spread and good cabin coverage. Interestingly, temperatures crept up ever so slightly towards the latter part of the drive, and there was a bigger delta at the end idling period.

Kia Sonet

A dark matte paint shade and all-black interior isn’t the ideal combo for an AC test, yet the Sonet, with us in X Line trim, did well for itself. The Sonet’s vertically oriented AC vents deliver a wide channel of cool air across the cabin. The Sonet doesn’t cool quite as aggressively as the Venue, but performance in isolation remains very good. The cabin develops a distinctly chilled feel on the move, although the lowest drive time and final idle temperatures vary quite a bit.

Mahindra XUV 3XO

The XUV 3XO stands out as the only compact SUV with dual-zone climate control, but its cooling performance was slower than expected. This makes sense when you note that its lowest vent temperature was the highest recorded in the test. The XUV’s blower also doesn’t feel particularly strong. While it eventually narrowed the gap to its rivals, it only really matched their cooling performance by the third driving interval.

Maruti Suzuki Brezza

The Brezza’s AC gets off to a slow start, with only a modest drop in temperature during initial idling. While the blower is strong, airflow tends to be concentrated in a narrow channel. Cooling performance improves noticeably once on the move, with a substantial temperature drop during the first few minutes of driving. By the end of the drive, the Brezza had largely closed the gap to its rivals and was cooling at a comparable level.

Tata Nexon

The Nexon comes equipped with an Express Cool function that maximises cooling and even lowers the driver’s window to quickly expel trapped heat. We didn’t use the feature to stick to test protocol, but even so, the Tata impressed. It has the strongest blower, which carries cool air effectively throughout the cabin. Temperatures continued to drop over the driving phase, and the Nexon also ended with the lowest final temperature in the test.

Skoda Kylaq

First things first, the Kylaq performed noticeably better than the Kushaq did in last year’s test, particularly in terms of initial cooling, which was a major weakness for its larger sibling. The Kylaq’s blower is strong, though airflow is quite concentrated. The rear section of the cabin remained consistently cooler over the test, but overall cooling performance isn’t exceptional. An upgraded compressor, due later this year, should improve the Kylaq’s cool quotient.

Toyota Taisor

Representing both itself and its badge-engineered cousin, the Maruti Suzuki Fronx, the Taisor was the only car in this test not equipped with a sunroof, as neither model offers one on any variant. Its AC system delivered a good spread of airflow and impressed with a quick initial drop in temperature. Cooling performance remained consistent throughout the drive, maintaining comfortable cabin temperatures.