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Japanese Ramen Shop Puts Bounty for Negative Reviewers

February 23, 2025, 6:33 pm

TOYOJIRO, one of Kyoto’s most popular Jiro-style ramen restaurants in Japan, caused a stir when its owner put a bounty on two customers who posted a one-star review. The owner accused the pair of slandering the restaurant’s reputation and posted a threatening note online.

On his Instagram post, the owner announced a reward of 100,000 yen (Rs 58,000 approx) to anybody who could trace the reviewers. He said they would keep looking until they returned to the restaurant and posted a good review. According to a report by Dexerto, in the post he wrote, “I saw your post, and you seem a bit weird.

A Kyoto ramen shop has put a bounty on the heads of two people who left negative restaurant reviews pic.twitter.com/rUHLxpUgRH

— Dexerto (@Dexerto) February 21, 2025

The subsequently deleted post added, “We don’t make people like you customers, so it’s alright. But maybe you should never eat out again. One of these days, someone like you will get ripped off. I don’t care, just come straight on and I’ll sort you out.” The owner cautioned as well, “We are a planned business, so if you interfere in our way, we will also interfere in yours.”

Following backlash on social media, the owner removed the post and issued an apology. In a follow-up post, he acknowledged that his actions had ‘gone too far’ and stated, “I’m reflecting on this. I’m looking forward to reflecting and moving forward. Thank you.” The restaurant also released a separate apology on Instagram, which was later deleted.

The incident drew passionate responses on social media. A user jokingly said, “Imagine writing a bad review and then you find yourself the starring ingredient in the next special.” Another user wrote, “This is the movie plot.” Another user sympathized with the owner, stating, “Being an owner of a small business is really tough and negative reviews can ruin all you have achieved.

Review: BHOOL BHULAIYAA 3

November 2, 2024, 3:02 am

Comedy and horror can go hand in hand in Indian cinema has been proven once again by the super engaging and entertaining sequel of Bhool Bhulaiyaa, in its 3rd edition. A true entertainer and a fun to watch with the family, Bhool Bhulaiyaa 3 keeps you hooked to the seat throughout the film. The film doesn’t drag for a moment at any point in time and keeps presenting many surprise elements as it progresses.

Anees Bazmee directed Bhool Bhulaiyaa 3 brings back Vidya Balan from its first prequel who makes her strong presence felt through the film as Manjulika. Kartik Aaryan as Rooh Baba and his lady love Tripti Dimri as Meera, a royal lineage, both enjoy an excellent screen chemistry.

Bhool Bhulaiyaa 3, this time will give you a taste of Bengal from the attire to dance, and dialogues to diction. Ami Je Tomar… a powerful classical performance of Vidya Balan with Madhuri Dixit in the film will make you hold your breath stronger, and as good as Hukkush Phukkush by Kartik, Tripti and the rest of the gang.

Rooh Baba (Kartik Aaryan) is back to his conning tricks but he himself is now tricked and trapped into the mysterious world of Manjulika when Meera (Tripti Dimri) convinces him to pose as an incarnation of a prince dating back to 200 years. Descendents of the erstwhile King are living in abject poverty as their palace is haunted with the ghost of Manjulika, who is locked into one of the rooms in the palace.

New layers keep revealing, where Bade Pandit (Sanjay Mishra), Chote Pandit (Rajpal Yadav) and Panditayeen (Ashwini Kalsekar) secretly occupy the palace while fooling the villagers, so their business goes on. Entry of Rooh Baba ends their folly and opens up new layers in the film leading to discovery of another room in the basement where Manjulika’s ghost is supposedly locked. While all this seems to be leading to a linear ending, the climax has something radically different in store.

Kartik Aaryan has delivered a great performance with many moments of spontaneity blended with terrific acting and perfect expressions that makes Tripti smile and are sure to bring joy on your faces too. There are many jokes, and they fit very well in their context, which will surely make the audience rejoice. And then many twists and turns really keep you hooked, such as Vidya Balan as the first Manjulika, who is joined by Madhuri Dixit as a second Manjulika mid-way keeps the audience engaged till the end.

A slightly emotional end that also completely flips the climax and opens up another layer that is completely different from the narrative set through the film is surely going to be exciting for the viewers. Vidya is extremely graceful, and her powerful expressions often doesn’t require her to say anything.

The story is well-knotted with comical jokes and moments of scares interwoven to give you good surprises and shocks. Horror is not the extreme kind and spine-chilling but light, spontaneous, and in the moment.

Bhool Bhulaiyaa 3 is a must watch film with the family this Diwali weekend.

Praveen Nagda is Festival Director of KidzCINEMA and CultureCinema Film Festivals.

Stars: 4 out of 5.

Released on Friday, 1st November 2024.

Royal Enfield Guerilla 450 Review

August 29, 2024, 2:58 am

Royal Enfield recently launched the Guerilla 450 in India, and I rode one for over a week to ascertain whether it’s a roadster like RE is claiming or is it a scrambler, or is it an amalgam of both. Most importantly, like everyone else, I also wanted to find out how it fares against its only proper rival in the Indian market—the Triumph Speed 400. I have ridden the Triumph quite extensively as well, and although this story isn’t an outright comparison, I will be mentioning the Triumph for perspective, as and when necessary.

Design and Presence
The first thing that would strike you about the Guerilla 450’s size is that, unlike the Triumph Speed 400, it doesn’t look like a small bike. And it isn’t. It’s bigger than the Triumph, and for sure looks and feels that way too. Thankfully, despite sharing the platform with the huge Himalayan 450, the Guerilla 450 doesn’t feel even a bit intimidating. And that’s the first key difference between the Speed 400 and the Guerilla 450. While the former does look and feel like a small bike, the latter looks and feels like a big bike, but without getting big enough to appear challenging to ride. That’s one of the most important factors for many choosing a roadster in India, which brings me to the category of motorcycle it really is. See, RE is calling it a roadster, but I say it’s a mix of a scrambler and roadster. If you’ve seen a Ducati Scrambler, you’d know. The semi-knobblies (and the fattest ones at that) at both ends are more scrambler than roadster.

But (and you’ll understand this if you weren’t born yesterday)—I can bet my two-stroke pistons on the fact that the Guerilla’s designers are big fans of the RD350 LC. In fact, I won’t even be surprised to know if one of the designers owns a specimen of the eighties’ two-stroke hooligan. See, the LC (and the air-cooled RDs as well) is still lusted after globally, and though it’s most popular in the US, the UK has a sizeable number of ardent RD fans too. And the Guerilla was designed in the UK…
If that white Guerilla doesn’t remind you of the LC, you need to introspect whether you actually know your motorcycles… Of course, it’s not called “White” by the chaps as RE, because, just like every other auto manufacturer nowadays, even RE has bestowed superfluous names to the colours we could identify and pronounce correctly even before kindergarten.

Therefore, instead of just calling it White, they call it Brava Blue. You may insert your favourite facepalm emoji here. Seriously, RE, why not call it White when that’s the predominant colour on the bike? How does it become Brava Blue, or any blue for that matter, when there’s so little (thankfully!) of it on the bike?
Still, that’s my favourite colour on the Guerilla and I so wish my test unit came in that shade. I even like the Silver (it’s more of a Grey, actually), or “Smoke Silver” as RE prefers to call it, but that’s available only in the base Analogue variant, and manufacturers don’t provide base models to media.
My review unit, the one you see here in the majority of pictures, came in a colour scheme that’s called Yellow Ribbon by RE. Then there are two more, Playa Black and Gold Dip. Except the Silver, all other paint schemes are dual-tone, with, again, the Brava Blue being the easiest on the eye.
I must add here that while the dual-tone schemes may look gaudy to some in the pictures, they do appear quite palatable in person. However, it would help RE to introduce solid colours as well. The motorcycle would look great in solid Black, Red, and White.
A note to RE: Pease don’t name them Casanova Black, Seductive Red, and Pious White.

Ergonomics and Maneuverability
The Guerilla 450 is the motorcycle for you if you want the Sherpa 450 engine (RE’s first short-stroke single) in your motorcycle, but find the Himalayan 450 too big and bulky for your stature and/or for city riding. However, I most tell you that while the claimed seat height of 780 mm sounds delightfully low, the size, shape, and contours of the seat make it feel like an 800 mm high perch, which, like I have been saying for over a decade now, is the highest that all motorcycle manufacturers in India should strive to limit their motorcycles’ seat height at—anything higher takes away a large chunk of your potential customers in India.

Fret not, the Guerilla 450 is manageable for anyone with an inseam of 27 inches and above, provided they are not complete newbies. I tested the seat height back to back with the Triumph Speed 400 of a friend and found out that the Triumph’s seat was just a wee bit taller. Still, the Triumph is a bit easier to maneuver in traffic because it’s comparatively lighter than the RE.

Surprisingly, both motorcycles have the exact same turning radius as well, which is a great feat achieved by RE as the Guerilla’s wheelbase is much longer than the Triumph’s.
You also sit more upright on the RE, and while the shorter folks would find both motorcycles to be comfortable ergonomically, it’s the RE that will be chosen by the taller folks if they aren’t going all the way up to the Himalayan 450. I must also mention that while the Guerilla is certainly easier than the Himalayan as far as lifting the bike up from its side stand is concerned, the Triumph is twice as better in this regard.

Performance
The Guerilla 450 uses the same engine and gearbox as the Himalayan 450, and here as well it’s a stressed member of the chassis. I’ll talk about the handling in the next section; right now let’s focus on the engine and gearbox performance. The Guerilla 450, ladies and gentlemen, is the quickest and fastest retro roadster in India right now. I am obviously talking about the sub-500 cc roadster segment. In fact, it’s even faster than the Pulsar NS400.

What are the numbers, you ask? Well, my best 0–100 km/h (GPS) time on the Guerilla 450 was 6.8 seconds whereas the best I could manage on my friend’s stock Speed 400, at the same stretch, on the same day, was 7.5 seconds. The Guerilla 450 also has the least amount of speedo error among ALL motorcycles sold in India! I managed a true (GPS) top speed of 160 km/h, whereas the speedometer showed 163 km/h. The Speed 400 on the other hand has the biggest speedo error in the segment. Therefore, while its speedometer shows the needle going past 160 km/h easily, the true top speed is just around 150 km/h. Honestly, that’s still more than enough for our roads…

But the Guerilla isn’t as tractable as the Speed 400. For those not in the know, the tractability of a vehicle is defined as its ability to maintain low speeds in higher gears without lugging the engine. The benefit? Less fatigue due to comparatively fewer gear changes in city traffic, which in turn translates to an overall lower rpm range as well in such conditions. Less engine heat is also a direct offshoot, but it doesn’t necessarily mean that a more tractable engine will run cooler than a not-so-tractable engine. There are several other factors that determine the thermal efficiency of an engine.
The crux is that while the Speed 400 is more “rideable” in city traffic than the Guerilla 450, there’s negligible difference between the two as far as heat management is concerned. In fact, the Guerilla 450, surprisingly has a slight edge here. In other words, in fender-to-illegal-bull-bar traffic the amount of heat you feel on your legs is a tad less on the Guerilla 450 than what you feel on the Speed 400. Well, it’s not really a surprise after all because the RE runs a comparatively lower compression ratio (11.5:1) than the Triumph (12:1).
That said, I still wish RE played around with the ECU and gearing a bit more to make it more tractable. Right now it’s almost the same as the Himalayan 450.

Handling Braking & Ride Quality
The Guerilla 450, despite the aforementioned semi-knobblies (block-pattern tyres), handles and brakes with aplomb. Thanks to the sharp steering geometry, it turns in quickly, and there hasn’t been any compromise made on stability either. Yes, in the corners too the bike remains stable and there’s more than adequate tyre grip available at all times. Of course, the straight line stability is also nothing short of outstanding.

The brake force is stupendous, and the brake feel is brilliant as well. So, yes, it not only goes quicker and faster than the Speed 400, but handles and brakes better than it too.
As far as the ride quality is concerned, the Speed’s suspension feels comparatively plusher on mildly rough patches, but it’s the Guerilla’s suspension (especially the rebound) that’s more composed on rougher stretches taken at a fair clip. For perspective, the Scrambler 400X is better than both here, whereas the Himalayan 450 is obviously the king.

Fuel Efficiency
I just can’t understand RE’s logic of providing an abysmally small 11 L fuel tank on the Guerilla 450. I know they wanted to reduce the kerb weight and I am sure the design team also had a say in it, but, RE should have ideally given it a 15 L tank. It would have not only given them a clear range advantage over the Speed 400, but a bigger tank would have made the bike appear more muscular and substantial.
And, no, it wouldn’t have made the bike intimidating for us shorter folks.
Anyway, be prepared to get around 25 km/l in the city, and 30 km/l on the highway IF you’re not riding like a maniac all the time. If that’s how you want to ride a motorcycle, spend more and get the D390 instead.

Miscellaneous
Just like the Himalayan 450, there’s Bluetooth connectivity on the Guerilla 450 as well with turn-by-turn navigation, but, I neither used it on the Himalayan nor on the Guerilla as it requires your phone screen to be always on, otherwise it doesn’t work. Still, it’s a feature that’s not even an option on the Triumph. I don’t need it, but many would, especially the gadget freaks, and the Guerilla will score a point here for them.
I must also mention that while I approve of RE’s decision to not provide a tyre hugger, both for aesthetic and technical (read: “unsprung mass reduction”) reasons, in rains, your pillion’s back (or your backpack, if you’re eternally single) would get completely smeared with mud.

Verdict
You can look at the Guerilla 450 in two ways. If you’re a short rider, who loves the Himalayan but can’t buy one, the Guerilla would be a good alternative for you. It might not have the long travel suspension of the Himalayan, but it still has enough travel at both ends to keep you smiling on rough roads. And, of course, it has the performance of the Himalayan.
If you’re not a short chap, but still contemplating the Guerilla as an alternative to the Speed 400, you’d already know by now that while it might not be as easy as the Triumph in the city, it’s certainly more fun than it in the city and everywhere else. And FUN is the primary reason we ride motorcycles, don’t we? If you want “easy,” please go buy an Activa. Motorcycles might not be your thing…

Millet sizzlers: A healthy twist to a classic favorite

August 27, 2024, 9:52 pm

Millet sizzlers are gaining popularity as a nutritious and flavourful alternative in the world of culinary trends. Traditionally, sizzlers are a combination of meat, or vegetables served on a hot iron plate with various accompaniments. With the growing awareness of health and wellness, millet sizzlers have emerged as a wholesome option, catering to the health-conscious and those seeking a gluten-free diet.

Millets, known for their high nutritional value, are rich in fiber, protein, and essential minerals like magnesium, phosphorus, and iron. They are also gluten-free, making them an excellent choice for those with gluten intolerance. The shift towards millet sizzlers aligns with the broader trend of incorporating superfoods into everyday meals. As more people look for healthier alternatives, the versatility of millets has made them a popular choice in sizzlers, providing a hearty base that pairs well with a variety of vegetables, sauces, and proteins.

The popularity of millet sizzlers is also driven by the increasing focus on sustainability and local sourcing of ingredients. Millets are drought-resistant and require less water than other grains, making them an environmentally friendly option. This aspect resonates with consumers who are mindful of their ecological footprint and prefer dishes made from locally sourced ingredients.

In restaurants, millet sizzlers are often featured as a specialty dish, offering a unique and healthful twist on the classic sizzler experience. They appeal to a wide range of customers, from health enthusiasts to foodies exploring new culinary trends. As the demand for nutritious, sustainable, and delicious food options continues to rise, millet sizzlers are set to remain a popular choice on menus, offering both taste and health benefits in every bite.

Here are some popular millet sizzler options:

Mixed Veg Millet Sizzler

Base: A bed of cooked millet (like foxtail or pearl millet).
Toppings: Grilled vegetables like bell peppers, zucchini, carrots, and broccoli.
Sauce: Served with a tangy tomato or spicy pepper sauce.
Sides: Accompanied by a side of mashed sweet potatoes and sautéed greens.

Paneer and Millet Sizzler

Base: Fluffy cooked millet with a hint of lemon and herbs.
Toppings: Grilled paneer cubes marinated in spices.
Sauce: A rich, creamy spinach sauce (palak gravy).
Sides: Stir-fried vegetables and a small portion of quinoa salad.

Chicken Millet Sizzler

Base: Cooked millet seasoned with herbs like oregano and thyme.
Toppings: Grilled chicken breast, marinated in a blend of Indian spices.
Sauce: Spicy peri-peri or garlic herb sauce.
Sides: Grilled corn, sautéed mushrooms, and roasted potatoes.

Millet and Mushroom Sizzler

Base: Lightly spiced millet mixed with garlic and herbs.
Toppings: Sautéed wild mushrooms and caramelized onions.
Sauce: Rich, earthy mushroom sauce with a hint of garlic.
Sides: Served with grilled asparagus and a side of tangy coleslaw.

Japan Meets Peru, That’s Nikkei Cuisine

August 27, 2024, 9:37 pm

Food is not just fuel (for the body) or nutrition but food is art, history and culture. So, the other day when I was invited for an ISSEI pop-up featuring Nikkei cuisine at Radisson Blu Plaza Delhi Airport, I was intrigued by what on earth is ISSEI and what exactly is this Nikkei cuisine. Well, ISSEI (which literally means first generation Japanese immigrants) I figured out was the name of one of Dubai’s leading Peruvian Restaurant which was collaborating with Radisson Blu in Delhi. Nikkei cuisine is an exquisite fusion of Japanese and Peruvian flavours much like niche fusion food such as Tex-Mex or French-Vietnamese, which trace origins in colonial history.

I did not know that Peru has the second largest ethnic Japanese population in South America after Brazil. It fascinated me how Japanese in the far east started migrating to this small Latin American haven. Many came in search of plantation, and even to own a piece of land which they could call their own or in search of gold. Nikkei cuisine, in a nutshell, marries Peruvian cuisine with Japanese – both regions have similarities in that they are coastal areas, and offer a large variety of seafood, rice, curry-based dishes.

For me the biggest highlight of this cuisine was that despite being coastal cuisine, there were many things even for a vegetarian like me. I especially liked this exotic sounding and delectable dish namely Purple Potato Carpaccio served with Andean sauce which was a blend of special spices from Nikkei cuisine like the Aji Amarillo chilli, rocoto chilli, Peruvian black mint, garlic, ginger, lemon and oregano. Another one of the menu included the Mushroom Ceviche Nikkei, a delicate dish featuring finely sliced mushrooms in Nikkei leche de tigre with smoked avocado. I sat down with Chef Luisa Serna who crafted and curated this unique fusion of Japanese and Peruvian flavours and she shared her views with me saying- “As we have come from Peru, we are very proud of our authentic products and spices. We eat a lot of fresh herbs and the base of our cuisine is different kinds of chilies. We like our food to be flavourful; sauces and marinades are everything in Nikkei cuisine. For instance Nikkei Leche de Tigre is the dressing for Ceviche which literally means “tiger’s milk,” and is a bright and spicy citrus-based marinade.”

For the non vegetarians, some of the standout dishes include the likes of Kataifi Shrimps served with Rocoto Chilli Mayo which is made of roasted garlic, rocoto chilli pepper, lime juice and kewpie mayonnaise. Or the crispy chicken karaage taco, a mix of tempura-fried chicken in a seaweed taco shell with teriyaki sauce. The event also featured a beverage menu, including the Maracuja Pisco Sour, a refreshing take on the classic cocktail with passion fruit, and Kintsugi, a gold-infused Japanese gin cocktail with its blend of raspberry and exotic spices.

For a brief but unforgettable moment, this vibrant Nikkei cuisine made its way to India, under the masterful direction of Peruvian Chef Luisa Serna Del Rosario. Delhiites got an opportunity to experience the best of Nikkei cuisine in the heart of India, without having to travel that far away. As they say, you have to taste a culture to understand it.

Unlock your potential by transforming stress into strength

August 23, 2024, 4:14 am

Have you ever wondered how stress, that relentless serpent, can be harnessed for your personal growth? In the labyrinth of life, the stress coils around us, threatening to drain us of our time, energy and clarity. But what if we could turn this adversary into an ally?
Stress to Zest takes you on a journey to help you understand how seven common stress factors impact the human mind:

=Financial Stress: The weight of bills, debts and financial uncertainty.
=Relationship Stress: The tides of love, conflict and connection.
=Job Stress: The demands of work, deadlines and ambition.
=Health Stress: The fragility of our bodies and minds.
=Competition Pressure: The race against others and ourselves.
=Social Pressure: The expectations that shape our choices.
=Parental Pressure: The balancing act of nurturing and self-care.
In this collection of stories set in diverse contexts across the globe, you’ll meet characters from all walks of life grappling with these stressors. Their journeys are not mere survival tales; they’re blueprints for transformation. Witness how they navigate the storm, find resilience and discover a newfound zest for life.
Stress to Zest is more than a collection of stories; it is a guidebook for your own metamorphosis. Are you ready to turn stress into a secret weapon? Dive in and discover this alchemy of personal transformation.

About the author
Aritra Sarkar is an author and a thought leader using storytelling as a powerful medium to bring about a social change through his books, writing and repertoires.
Aritra’s debut novel, Goliath of Shenzhen (2016), is a groundbreaking work—told in both visual and prose formats—garnering international acclaim for its powerful message against authoritarianism. In 2018, he expanded his storytelling repertoire with the audio drama Stilettos and Dentistry, designed to motivate listeners to overcome funding challenges.
His short stories have appeared in esteemed literary magazines and anthologies. Sarkar is a founding member of the Kolkata-based spiritual foundation Oneness.
Before fully dedicating himself to literature and spiritual development, Aritra was with The Wall Street Journal and then with the ABP group in Kolkata for several years. He then founded MeVero, the world’s first passion-based social networking platform.

A Timely Call for Women’s Rights: Dr. Aruna Kalra’s I Want a Boy Exposes the Harsh Realities of Sex-Selection in India

August 23, 2024, 3:59 am

BOOK REVIEW
A profoundly impactful and eye-opening book that courageously tackles the deeply entrenched issue of sex selection in India, I Want a Boy by Dr. Aruna Kalra, a distinguished obstetrician and gynecologist with over 25 years of experience shines a light on India’s troubling obsession with male children with her experiences that exposes the grim reality of sex-selection procedures and their impact on women’s lives.

The book is more than just a collection of stories; it is a wake-up call for society. Dr. Kalra takes the reader on an eye-opening journey through the lives of women from both affluent and marginalized communities, all of whom face the same societal pressures to bear male offspring. Her vivid descriptions of the heartbreak and suffering endured by these women make the book an emotionally charged and unforgettable read.

At the core of the book lies the stark reality of selective abortions and their devastating impact on women’s physical and emotional health. The author presents real-life cases from her practice, where the desire for a male child leads families to resort to extreme measures, including repeated pregnancies and selective terminations. These practices are not confined to a particular socioeconomic class; they are pervasive across Indian society, from high-end maternity homes to government hospitals.

Dr. Kalra’s narrative is further enriched by her autobiographical accounts, providing a glimpse into her transformation from a medical practitioner who witnessed these atrocities to a vocal advocate against them. Her journey is both inspiring and disheartening, as she recounts the numerous cases where women, stripped of their autonomy and self-respect, succumbed to societal pressures.

The book serves as a scathing critique of the cultural norms that continue to perpetuate the preference for male children. Dr. Kalra exposes the outdated rituals and practices that still dictate the lives of women, often reducing them to mere vessels for producing male heirs. Through her candid and unflinching portrayal of these issues, she challenges readers to confront the deep-rooted biases that sustain this harmful mindset.

In one of the excerpts, the author shares a powerful and emotional moment in her medical practice. A frail, exhausted woman, burdened by repeated pregnancies, faces the pressure of societal norms over her health. Dr. Kalra’s frustration with the situation highlights the deep-rooted challenges women face in making choices about their bodies. The scene powerfully illustrates the tension between cultural expectations and the need for better awareness and support for women’s health.

One of the most striking aspects of I Want a Boy is its timeliness. In light of recent atrocities against women, including the widely publicized Kolkata incident, Dr. Kalra’s work is a crucial exploration of the ongoing struggle for women’s safety and rights in India. She emphasizes that the fight against gender discrimination is far from over and calls for greater empathy and understanding towards women’s health and well-being.

Dr. Kalra’s writing is accessible and authoritative, making complex medical and social issues understandable to a broad audience. Her ability to blend personal anecdotes with broader social commentary adds depth to the narrative, allowing readers to connect with the stories on a deeply emotional level.

In conclusion, I Want a Boy is a compelling and necessary read for anyone interested in understanding the challenges faced by women in contemporary India. Dr. Aruna Kalra’s courageous and compassionate approach to the subject matter makes this book an essential contribution to the ongoing discourse on women’s rights and safety. It urges society to confront and change the deep-seated cultural biases that harm women and strip them of their dignity.

Movie Review: KHEL KHEL MEIN

August 17, 2024, 2:19 am

Secrets… who doesn’t have. Here we are with a pack of friends, who end up discovering each other’s secrets over a dinner in Khel Khel Mein (literally) via a game they play by keeping their mobiles’ content open and available for all on the dinner table. Written and directed by Mudassar Aziz, Khel Khel Mein is a fantastic comedy that will surely tickle your funny bone and at the same time shares a message about the relationships you make or break that make or break you.

The film opens with a flamboyant encounter with a co-passenger, over a flight as Rishabh Malik (Akshay Kumar) is traveling toJaipur for his wife sister’s wedding over a flight to Jaipur. Rishabh is cosmetic surgeon, married to Vartika’s (Vaani Kapoor) after his first wife died leaving a young daughter for him to nurture.

Other friends also join in at the wedding. Harpreet (Ammy Virk)and his wife Harpreet/Happy (Taapsee Pannu), Samar (Aditya Seal) and Naina (Pragya Jaiswal) and Kabeer (Fardeen Khan), a cricket coach who turns up without Akshita (who didn’t exist in reality).

When everyone’s mobile texts, voice messages, emails, videos etc., as per the game rules are being opened, played and responded topublicly over the dinner table cracks begin to show up in their personal lives.
The writer is the Festival Director of KidzCINEMA and CultureCinema Film Festivals

The audience can experience moments of laughter, fun, humour, emotions, and comedy in a light-hearted manner through the first half.
While Ammy Virk fully justifies his role as Harpreet, Taapsee has once again put up a terrific performance, by delivering the extremes of her emotional upheavals and the bubbly character of Happy Kaur.

Akshay Kumar is back as a comedy king, but he is also a messenger of the issues raised in the film on relationships not only between husband & wife but also between a father and a daughter. His small monologue over a phone call to his adult daughter on how to make the right decision is pretty strong take away from the film for good parenting.
In the second half the film moves away from humour and take the serious side of relationships, misunderstandings, social issues, and undiscovered realities. Eventually everyone is happy in the end to move ahead in life – minus the baggage and explore it to the fullest.

Gays are not accepted in the society, and Kabir (Fardeen Khan) loses his job as a cricket coach in a boys school, a lady corporate boss prying upon her junior to satiate her physical demands, and a male ego of taking his wife to doctors for not having children without disclosing that the problem lies with him and not her, are some of the things highlighted in the film.
Must-watch with friends and family, Khel Khel Mein is a light-hearted entertainer comedy will only make your weekend cheerful for sure!
Stars: 3.5 out of 5.

Released on 15th August 2024

Bio note

The writer is the Festival Director of KidzCINEMA and CultureCinema Film Festivals

Salman Rushdie’s ‘Knife’

August 16, 2024, 1:32 am

Salman Rushdie’s ‘Knife: Meditation After an Attempt Murder’ (2024) is a collection of autobiographical memoirs. He wrote the memoir after he was attacked on 12th August 2022 in New York where he lost his right eye in this attack. He dedicated this book to the men and women who saved his life. He insisted that he had to write this memoir, otherwise he would not be able to write anything else. This memoir has been written in a first-person narrative. He says, “That’s an “I” story. And now, I tell myself, it’s also an “eye” story.” But his eye story is focused on the issues of obscurantism and barbarism and a number of hidden threats to humanity, narrow-minded religious discourses which misled youth in the contemporary period.

Moreover, he believes that the artist can answer violence in some artistic idioms because he or she has trained his mind to change the world with words and language. So words are his powerful weapon against violence. Salman writes, “I don’t like to think of writing as therapy-writing is writing, and therapy is therapy- but there was a good chance that telling the story as I saw it might make me feel better.” Here he is very clear about the difference between, the ‘therapy’ and ‘writing’ but in spite of that he starts meditating with words and number of references and quotes which was focused on the ‘knife as metaphor of hate’ and that meditation was for his literary world. Through the medical treatments, they were healing him physically, but the meditation of the words was healing his creative mind only through addressing the problems in depth and detail. As he believes that language is his ‘knife’ in all circumstances, that is why he could create a wonderful artistic work with it.
‘The A’ is the person who attacked him fifteen times with a knife in twenty-seven seconds. He wanted to murder him because he thought that Salman was a ‘disingenuous’. Salman did not make any straight comment on the A’s cast, creed or community, and any traditional identification is not labeled with the attacker. He simply addressed him ‘the A’.

Because he does not want to spread hate about a particular community, a mature reader understands his limitations. If he discloses A’s community directly, it may deliver a wrong message and irrational hostility towards that community. Salman arranged an imaginary meeting with ‘the A’. He says, “Because a real meeting is improbable-make that impossible- I have to imagine my way into his head.” This imaginary meeting is the most interesting part in this book because, through this dialogue method which is concluded in four sessions, he genuinely wants to understand how the modern technology is going to encourage the young minds for unkind and unlawful activities in the “disinformation age”.

He believes that young minds are being trapped by religion, even a twenty-seven-year-old ‘the A’ who was inspired to kill an old and a strange person without understanding his philosophy of life and ideological approach, but based on some YouTube videos. Because ‘Yutubi noise’ had made it possible for ‘the A’ to pick up the knife. The conversation proved that the attacker could be asked such questions which he or his like-minded people might have no reasonable answers to the questions. Religion versus reason, knife versus knowledge and hate versus hope are the main themes of this book.

When Salman talks about religion he becomes very cognizant and conscious. He states that we have to distinguish between private religious faith and public politicised ideology. Consequently, ‘it would be easier to see things as they are and to speak out without worrying about offended sensibilities.’ Because from the very beginning, he advocates freedom of speech. Even when he was attacked in Chautauqua, he was invited there to deliver a lecture on the theme of ‘Freedom of Speech’. He says, “I have no issue with religion when it occupies this private space and doesn’t seek to impose its values on others. But when religion becomes politicised, even weaponised then it’s everybody’s business because if its capacity for harm.” So a secular approach has been adopted. His faith in creativity was more determined after this attack. Now he has two aims in life: love and work. He determines himself by saying that ‘If you are afraid of the consequences of what you say, then you are not free.’

But before this attack, though he believed that it had been thirty-three and half years since Ayatollah Ruhollah Khomeini’s notorious death order against him, because it was said that Salman had made some objectionable statements in his fictional writing ‘The Satanic Verses’ (1988) that set a Muslim community leaders were against him and innumerable condemn action and criticism were there against the said fictional work. But Salman believed that the world had moved at its own speed and that the subject was ‘closed’. But a ‘murderous ghost’ from the past in the new generation was approaching him in its own way with a traditional weapon, i.e. a knife. Even Salman’s subconscious mind was dreaming a blinking message of attack in the form of a dream and he saw the same dream two nights before the actual attack in Chaurauqua. His readers all over the world were praying for him, but he was so confirmed in his beliefs about godlessness and didn’t believe in any miraculous powers, so he did not recite any prayers to God in those critical conditions. He says, “My godlessness remains intact. That isn’t going to change in this second-chance life.” There were even six assassination plots against him in the years after Fatwa, but all were foiled by the expertise of the British intelligence services. Though the fear of an attack remained in his mind and sometimes interviewers asked this uncomfortable question to him. But he sardonically answered every time. Even after the attack, he says during the treatment days that his waking self was calm, collected, optimistic and determined, but the wild nights of dreams told the truth and all the horrors came back to his mind. But he kept fighting with strong will-power. The reader can imagine how he is mentally strong because of his jovial mood. His ‘near-death experience’ in Chaurauqua is so vivid and vibrant that nothing is metaphorical or supernatural about it. Rather, it is very rational and well-narrated, a collection of real incidents.

The Knife’s ending is very artistic. Salman and his wife Eliza are coming back home after visiting the palace where Salman was attacked. He and his wife were on the same stage of the amphitheater and stood there and held each other tightly and told each other ‘We are together, I love you. I love you too’. They had come through the nightmare, but now they were feeling a new life. “We’re done here,” he said to Eliza, taking her hand. “Let’s go home.” The last single sentence conveys a message of life and love. It is a thought-provoking statement about a writer who has been facing a harsh reality of his life and even a threat was there. He did not leave his hope for better days and a bright future. This book inspires the readers to live life jubilantly with vitality and be optimistic in any circumstances.

Developed and underdeveloped countries face religiocentrism, which is a big problem in contemporary societies of the world. Though Salman does not directly address the problem of majoritarian Hinduism in the Indian administration, he states that ‘India is sinking fast into authoritarianism’. Along with this, he reminds us of the aftermath of the bloodbath of the partition massacres where thousands of innocent people had lost their lives because of their religious identities. So he indicates that secular values and rationality can help us to make the world better and language and the arts can play an important role in it.
All the best Salman for your ‘left eye’!

Dr. Satinderpal Singh Bawa is Lecturer in Punjabi, GSSS Bhagal Kaithal Haryana (India) and he has got published two books in Punjabi Criticism. He frequently writes in Punjabi and English.

Yamaha Aerox 155 Review

August 15, 2024, 2:43 am

We test the scooter that identifies as a motorcycle!

I have been trying to chase you for almost 10 minutes now,” said the gentleman emerging out of his Maruti Suzuki S-Cross. I had slowed down to walking pace upon noticing the ubiquitous “Men At Work” signboards placed around the section where some repair work was being carried out on the Greater Noida expressway. This gentleman comes alongside and requests me to stop for a minute. I knew what was coming…

No, it wasn’t even remotely a road rage issue. It was the opposite. The gent was a doctor who was pleasantly surprised to see a “scooter” being ridden at 100 km/h (that’s the speed limit on the expressway). He asked about the scooter, and said that he would buy it soon as the regular scooters don’t really appeal to him, and his family doesn’t allow him to ride motorcycles. And that, ladies and gentlemen, is the one-line review of the Yamaha Aerox. In other words, if conventional scooters don’t work for you, and you can’t really get a motorcycle for any reason, then this would be your best choice. But, this anecdote is from December 2021…

Fast forward to the present day; the S-Cross has long been discontinued; the doctor ended up buying the Activa as the Aerox wasn’t available in his city, and the Aerox received a few updates. Meanwhile, he just informed me that he still has his heart on the Aerox and that he might buy it next year.

Therefore, when Yamaha asked me if I wanted to ride it again, I couldn’t say no because we auto journalists are not only always up for a ride/drive, a few of us also continually strive to get better at our craft…The offshoot for the manufacturers is that their vehicles get reviewed in a manner that’s not too common. So let’s begin the review now, shall we?

Design and Ergonomics
Design wise, the Yamaha Aerox looked futuristic three years ago; it looks futuristic today as well, and it will look so even ten years down the line, I reckon. If you’re someone who loves attention, you would worship the Aerox.
It’s ergonomically sorted too. The seat height is low enough to enable even five-footers to tip-toe comfortably, while still not being constricting for six-footers. However, please note that unlike regular scooters and most auto journalists, this one has a spine, which means you can’t straddle it like a step-thru; you have to swing your leg over like you’d on a motorcycle.
The seat itself is comfortable though, for both the rider and pillion; however, short people will find the pillion perch to be quite high. So, if your better half would be riding along with you most of the time, make sure you take them along for the test ride for approval.

Smart Key / Keyless Go
The 2024 Yamaha Aerox comes in two variants: the regular, and this, the Version S. This one gets a Smart Key—similar to the key-fobs you get with most premium cars—which enables complete keyless operation of the vehicle. There’s a knob where the key slot is on the regular Aerox, and the knob’s function-slots are exactly the same as on the regular Aerox. So, keeping the Smart Key on your person, you’d press the knob once to unlock the scooter, and turn the knob a click past 12 O’ clock position to switch on the ignition—exactly how you would turn the key on the regular Aerox. Then, thumb the starter while pressing either of the two brake levers, and you’re ready to go. Yes, the steering lock is also keyless. The fuel lid and seat opening functions are also keyless, just like on the regular Aerox.
Still, you’re given a regular key, in addition to the Smart Key, in case the scooters battery has discharged completely, and you need to open the seat to take it out for charging.

Engine Performance, Handling, and Braking
Before I talk about performance, I must mention that sometime last year, Yamaha equipped the Aerox with Traction Control, a feature that wasn’t really needed on this scooter. In fact, let me take this opportunity to appeal to all manufacturers to STOP giving traction control and ride modes on two-wheelers that make less than 40 horsepower. Use that money in developing better headlights and suspension…
I am also baffled at Yamaha’s miserly act of not giving dual-channel ABS even now despite adding the wheel speed sensor and ring at the rear for traction control. I know it takes a lot more than that, but it should have been done. I don’t mind the drum brake at the rear, but dual-channel ABS on such a vehicle should be standard.
That said, the braking performance is still fantastic. I could achieve an eye-popping time of 3.7 seconds while braking from 100–0 km/h, which should also tell you that the tyres grip phenomenally well too. Still, don’t take this for granted Yamaha. We do need dual-channel ABS on the Aerox, period.
How about acceleration, you ask? Well, it would suffice to say that you’d be embarassing most 150–160 cc motorcycles at the lights. My best 0–80 km/h (GPS) time was 8.6 seconds, while 0–100km/h (GPS) came up in 16.5 seconds. The top speed is a speedo-indicated 120 km/h, which should be more than enough for everyone eyeing this scooter. The stability at three-digit speeds is rock-solid too.
And that’s how it is in the corners as well—absolutely surefooted. It turns jn quickly too; it’s a Yamaha after all. In fact, it would suffice to say that the Aerox is the best handling scooter in India. Moreover, its maneuverability is also second to none. There’s a good amount of steering lock-to-lock range that ensures a tight turning circle, which is a prerequisite for most looking for a scooter in India.
Plus, it feels light, which makes pushing/pulling it in and out of congested parking spaces a cinch. Putting it on to the main stand is also easy, and irrespective of your size, you won’t need to summon any strength to accomplish this task.

Ride Quality, Fuel Efficiency, and VVA Technology
The ride quality of this scooter with a light rider on board is downright pathetic. The rear shock absorbers are horrible and even the fork is nothing to write home about. Two up, the suspension certainly works better, but solo riding over bad roads will have you searching for aftermarket units, which, thankfully are available in plenty. But, the fact still remains that Yamaha’s flagship scooter should come with better suspension to begin with, especially one that retails at an ex-showroom price of over 1.5 lakh rupees.

The fuel efficiency is quite nice though. I achieved 29.43 km/l riding flat out all the time (which no owner would do), and 50.28 km/l by making a conscious effort to not exceed 72 km/h. What’s the significance of 72 km/h, you ask? Well, that’s the speed at which the engine, which has been taken from the YZF-R15, is doing a shade above 6,000 rpm, and that’s when Yamaha’s VVA (Variable Valve Actuation) kicks in. VVA is something I had written about in detail way back in 2018 when I rode the R15 V3 at its first media ride at MMRT, Chennai. You may Google that article, but I shall still briefly touch upon it here as well. It’s a beautiful technology that involves incredible engineering, and the chaps at Yamaha R&D don’t get enough credit for that by the press. They should; in fact, VVA deserves a full page article because it would be immensely enlightening to know how they managed to make the same rocker-arm geometry to work on both cam lobes; what valve-spring preload they kept; what do they have to say about valve-spring sag, air-intake length, etc. But that’s a topic for some other day. Right now, I shall explain this technology to you in layman terms.
See, usually in almost all SOHC motorcycles, irrespective of their price, the camshaft has two lobes, one each for intake and exhaust valves. However, Yamaha’s VVA technology switches the task of opening and closing of the intake valves to a third lobe, which is fatter (bigger profile), thereby increasing the valve lift, which in turn allows more fuel (air-fuel mixture) into the combustion chamber. The result? More power. But more fuel is consumed too. Therefore, keep it under 6,000 rpm at all times if you want to maximize fuel efficiency.
It’s also interesting to note that while the VVA kicked in at 7,400 rpm on the R15 V3, it kicks in at around 6,800–6900 rpm on the R15 V4, and just above 6,000 rpm on the Aerox.

Miscellaneous
The fuel tank capacity is disappointing; the headlight is average, and the instrument cluster now looks mediocre. There’s a 12 Volt DC power outlet though, and I don’t remember the last time I saw one on a scooter. There’s good storage space under the seat, and it can accommodate a full-size full-face helmet. The lack of a boot light is again a miserly act by Yamaha, and so is their decision to still not provide a parking brake.

Verdict
Despite my nitpicking in the paragraph above, you would have understood by now that the Yamaha Aerox is in a class of its own. There’s really nothing like it out there. It needs to be appreciated more. That VVA tech is something you don’t get in bikes costing ten times as much, and that alone wants me to overlook the scooter’s minor shortcomings like the stiff suspension, lack of dual-channel ABS, etc. However, the fact remains that such a vehicle should have these covered as well. I do hope that Yamaha addresses these in the next update. But, even right now, you just can’t go wrong with it.

Skoda Slavia 1.5 DSG REVIEW

August 8, 2024, 3:45 am

The Perfect Sedan Does Not Exi… Wait! There’s the Skoda Slavia 1.5!

Let’s face it—the first car almost all of us drew as toddlers was a three-box sedan. Even today, I think, kids are doodling the same shape when they aren’t immersed into their parents’ mobile phones. In fact, if you ask even grown-up car enthusiasts about the quintessential shape of a car, most of them would point towards their favourite three-box sedan. It’s a pity, then, that sedans are losing ground (all puns intended) to everything from raised hatchbacks to crossovers masquerading as SUVs, and there are three main reasons for it.

The first is ground clearance, which we Indians think we can’t do without. We don’t believe in improving our driving and civic sense; we just expect our cars to drive over everything in sight, and sedans have been considered notoriously incapable of such antics.
The second is space. We might not have any sense of personal space (that’s why, despite COVID, we still haven’t learnt to keep distance in queues of all kinds), but we expect our cars to accommodate everyone including our neighbours, and their dogs, even if we hate them (the neighbours, not the dogs; you can’t hate dogs). Here too, the sedans have been scoffed at for providing just as much cabin space as a hatchback…

The third is performance. The minority that actually loves driving sedans is forced to move towards other shapes because most manufacturers have just not been providing them with powerful and dynamically sorted sedans that would put a smile on their face.
Then, does the Skoda Slavia 1.5 have what it takes to change all of the above? I drove the DSG equipped specimen (they have a manual too, and I can’t wait to drive it) for over 700 km to find out…

Design and Colours
Last year, I saw a grey-ish coloured Slavia in Gurgaon and I had instantly fallen in love with it . I couldn’t ascertain in those few seconds (it passed by on the opposite side) whether it was a custom-wrap or the factory Carbon Steel colour but it looked drop-dead gorgeous. However, I do clearly remember that it didn’t have the stock alloy wheels…
My test car came in a shade of blue that Skoda refers to as Lava Blue. There’s a Crystal Blue as well, which I think is what most buyers are running after as it’s way brighter than the blue you see here in the pictures. Then there’s Tornado Red, Candy White, Brilliant Silver, Deep Black, and the aforementioned Carbon Steel as well.
Irrespective of the colour, the fact is that it’s a handsome car. The proportions are just right and there are no unnecessary slashes, cuts, creases, lines, etc., used to create a dramatic effect. It’s a simple and elegant design which would look good even decades down the line. The first Octavia still looks good, doesn’t it?
However, I was still not expecting the Slavia to turn a single head because it has been around for almost three years now. Therefore, I was pleasantly surprised to see it turning way too many heads everytime I took it out. In fact, I had to check the IRVM to see if there was something wrong with my face. There wasn’t. Therefore, if, like me, you don’t like being want the center of attention, get a White Slavia. But, if you’re an attention seeker, that Crystal Blue or Tornado Red will be even more gratifying than the Lava Blue.

Interiors
The interiors are again an understated classy affair. I love them. You’d love the cabin too as it does feel properly premium, but without shouting “hey, I just got rich yesterday!” Also, no one would have any complaints whatsoever with the quality of materials used or with the fit and finish.
Ergonomically too, it’s a brilliant cabin as none of the controls—stalks, switches, buttons, knobs, dials—are hidden like they are in a few cars. However, it’s not all good. Skoda really needs to do away with touch controls for the air-conditioning, and use proper tangible dials instead. Secondly, not providing a 360-degree camera is a glaring omission at this price. Guess what, I am totally okay with adjusting the seats manually. I had tested the BMW Z4 in 2015 and even that came with manual adjustment for the seats. And, forget a surround camera, it didn’t even have a camera of any kind. So I don’t understand why all journalists and influencers cry so much about the lack of powered seats in the Slavia. But, we surely do need a 360-degree camera, Skoda, and that’s coming from someone who has been driving for almost three decades now…
The seats all around are comfortable and there’s a fantastic amount of legroom and kneeroom at the rear. The cherry on top is that the Slavia has one of the largest boots in the segment too. So, yes, your in-laws would be happy with not only the rear seat space, but with the boot space too as it will accommodate all their luggage easily, provided, of course, you’re as accomodating a son-in-law as well.
That said, it would do well for Skoda to start working on providing more powerful air-conditioning systems in Slavia and Kushaq. It’s not that the AC is ineffective right now; it’s just that in the terrible Delhi heat, you end up running it at full blast most of the time, which is not something you expect from a “premium” car. Also, the circular vents at the corners of the dashboard remained underwhelming irrespective of the air-flow setting I chose. Thankfully, the front ventilated seats do come to your rescue.

Performance
This is where you’ll pat yourself on the back for choosing this car. The performance is outstanding. And I am not talking only about the engine, but the handling too. But, first, the customary 0–100 km/h figures: my best time on GPS was 10.0 seconds, which translated to 9.5 seconds on the speedo. Yes, the speedo error is minimal. I reckon the manual to shave at least half a second off because it won’t suffer from the initial hesitation that’s typical of dual clutch transmissions. That said, in traffic-light sprints, you won’t experience that lag because you won’t have your foot on the brake while you floor the throttle. You would leave the brake, and immediately step on the gas…
Overtaking is also a quick affair, even in the normal Drive mode. But if you really want the quickest response, just push the gear lever once back to select the Sport mode and then push it towards yourself to slot it in manual. Unparalleled happiness is guaranteed. You won’t need paddle shifters, but they are there in case you want total control in the ghats…
The handling is sublime too. The steering is perhaps the most direct in the segment, but I wish it weighed up more at speeds over 80 km/h. The sure-footed chassis behaviour more than makes up for it, which ensures that high speed lane changes are a precise affair, and at no point the car feels nervous. What surprised me the most was the tyre grip. Even under extreme cornering the tyres just refused to leave grip! Of course, the ELD (Electronic Differential Lock, which is the same as BLD or Brake Lock Differential in 4x4s, and not an actual mechanical LSD) helps, but I could still feel that the tyre grip itself is second to none in the segment. The braking is phenomenal too, which in turn adds to your confidence.
The only minor complaint that I have is around the abruptness of the DSG while reversing on an undulating incline. Skoda R&D may want to look into the ECM LOGIC and reprogramme it to offer a smoother clutch engagement and fuelling in such scenarios.

Ride Quality and Ground Clearance
The Slavia’s ride quality is certainly not the best in segment, but, honestly, that’s something you’d be happily willing to compromise for the aforementioned sublime handling. In fact, I would even encourage you to upgrade to 17-inch wheels after, say, a year, to further reap the rewards of this car’s dynamic ability.
I must add here that the ride quality isn’t bad by any stretch of imagination. It’s just that if ride quality is your topmost priority, then this isn’t the car for you. This is a proper driver’s car, period.
The ground clearance is also something that will keep you happy. With this car, you can take the worst speed-breakers head on without damaging the car. This is again where the firm suspension helps as well, both in compression and rebound strokes.

Fuel Efficiency
Owning the Skoda Slavia 1.5 would be akin to having your cake and eating it too. How does over 20 km/l sound? Of course, that’s with a feather light right foot, but it’s very much possible. Drive like a devil and it will drop down to single digits, but you won’t be driving like that all the time, right? However, you can certainly choose to drive peacefully amidst traffic. Do that five days a week, and you’ll be able to extract over 700 km from one full tank of petrol. Do you still need a hybrid?
Drive it like a maniac on Sundays, and the range will drop down to 500 km. That’s still good for a car with a 45 L fuel tank. So, yes, you still won’t miss a hybrid. Also, unlike the hybrids, this would give you way more on the expressways, if you’re a law abiding citizen…

NVH Levels, Music System, and Headlights
I’ll take this opportunity to expand what NVH means. It stands for Noise, Vibration, and Harshness, and is a crucial parameter for any car that has the word “premium” attached to it. I am happy to report that the Slavia aces this one as well. At cruising speeds, the cabin can get eerily quiet, which, if you’re driving alone, might compel you to think about your ex. Therefore, you should either refrain from driving alone, or you must listen to some “happy music” because the Slavia’s music system is amongst the best in segment. Or, you may turn the music off, and increase the pace, focussing totally on driving, as, like I had mentioned above, this car has the performance and handling to elevate your mood in a jiffy. And, if you’re driving for happiness at night, the headlights, in true Skoda fashion, are bright enough to have you covered there as well.

Verdict
You may have noticed that I didn’t talk about its 5-star safety rating and other active and passive safety features, because you know all that already. Yes, it’s perhaps the safest car in the segment. But, that’s not the reason I’ll recommend this car to you. You don’t need me for that. You can read that yourself in a brochure. The only reason I’ll urge you to buy this car is for the sheer unbridled driving pleasure it offers, especially at a time when the soulless washing machines on wheels, also known as electric cars, are threatening to take over. Buy a real car while you still can. You will thank me later. And that’s not something you’ll read in a brochure.

TOYOTA HILUX AT REVIEW

July 18, 2024, 2:26 am

The Toyota Hilux is perhaps the only vehicle in the world to have a war between two countries named after its maker. Google “Toyota War” and you’ll see innumerable pieces on how the Toyota Hilux helped the relatively small Chad forces win the Chad-Libya war in the eighties. Not just that, the Hilux is the default choice of almost all organisations that have a first responder wing operating in desolate areas. The vehicle has proved to be the most reliable, rugged, and robust of them all and is considered to be virtually indestructible. If there were service centers dedicated to only the Hilux, I reckon them to be empty for most part of the year…

Still, the good chaps at Toyota India thought it to be a good idea to spare a test unit for us auto journalists, so that we can find out how the Hilux would fare in Indian use-cases, which don’t usually involve mounting ATGWs (Anti-Tank Guided Weapons) on the vehicle. I tested it for over a week in the NCR, and here’s what I found…

Design Size and Presence
This is a big vehicle, ladies and gentlemen. How big? Well, at over 5.3 meters in length, it’s longer than the KIA Carnival, and even the Merc S-Class, but shorter than the Maybach, which is over 5.4 meters long. As such, it has tremendous road presence and most other vehicles do move out of your way.
Design wise, it’s absolutely simple, without any pretense; however, I would’ve preferred roof rails to make it appear even taller. Right now, without the roof rails, it carries the aura of a gentle giant, and not of a vicious monster. It’s actually surprising how such a small design element can change the demeanour of a vehicle completely.
If you’re going all out and buying a truck, you’d want it to look as butch as possible without of course coming under the RTO’s radar.

Interiors & Features
If you’ve driven the Fortuner, you’d find the Hilux interiors to be familiar. It’s more or less the same no-nonsense, beautifully functional, and utterly robust cabin from the Fortuner, sans the ventilated seats.
However, while elsewhere in the world, the Hilux is available with Toyota Safety Sense (Toyota’s ADAS), we still don’t get even a 360-degree camera. Listen up, Toyota; we don’t really need ADAS and sunroof in India, but we do need a surround camera, and that’s coming from someone who’s been driving since the late eighties…
Other than that, you have everything that you really need and nothing that you don’t need. For example, you need effective air-conditioning in India, and the Hilux, just like the Fortuner, probably has the strongest air-conditioning system amongst all the vehicles sold in India. That’s why you don’t really miss the omission of cooled seats.
Speaking of seats, the front seats are immensely comfortable, and though the rear seats are comfortable too, their seat back angle is quite upright and non-adjustable. Therefore, while the front occupants won’t be tired after long stints, the rear passengers will ask to switch places.
The Hilux doesn’t get a roof-mounted blower like the Fortuner, but, since the super-effective AC has to cool a comparatively smaller cabin here, the conventional rear vents suffice in the Hilux.
I must also mention that all four windows on the Hilux come with the Auto Up/Down feature. For those not in the know, this feature allows you to open/close the windows (one at a time, of course) with one push/pull of the power window switch. You don’t have to keep it pushed/pulled to open/close the window completely.
The music system though is a tad underwhelming because of the obvious space constraints in the comparatively smaller cabin. However, you won’t complain unless you’re someone who wants the neighbours to hear your choice of music.

OFFROAD
Now this is the section where you’ll learn a few things about the Hilux and offroading from The Daily Guardian that no other publication, media house, or reviewer has been able to talk about yet. I’ll divide this section into two categories: 2WD (Two-Wheel Drive) and 4WD (Four-Wheel Drive).

2WD (TWO-WHEEL DRIVE)
The Toyota Hilux shares its engine, gearbox, and transfercase with the Fortuner 4WD. As such, in 2WD (2H on the t-case shift knob), the drive goes to the real wheels, and, thanks to the immense torque and incredible articulation, most Hilux owners might not ever find the need to use 4WD! If you are one such Hilux owner, please go off the road at least once a month, engage 4WD and drive for at least five mins (use 4H, 4L, and then 4L with the rear differential locked) to ensure proper functioning of the 4WD hardware and electronics. Please note that all 4WD modes on this vehicle should NEVER be used on hard surfaces like regular tarmac/asphalt/concrete roads. It’s a hardcore part-time 4WD with a transfercase, without a center differential of any kind. Also, contrary to what a few YouTubers with millions of subscribers might tell you, the H in 4H doesn’t stand for highways. Therefore, do not use 4WD on the highways; use it only on soft/loose surfaces like mud, sand, snow, slush, etc.
I think Toyota understood that most auto journalists, and the masses, do not understand 4WD well, and that’s why it gave both the Fortuner 4WD and Hilux (which comes only as a 4WD) a feature known as Auto LSD. I had talked about it in my review of the Fortuner 4WD a couple of years ago, and I am happy to report that you’ll find this feature in the Hilux as well.
Sadly, it doesn’t have a dedicated switch with Auto LSD written on it, which explains why none of the auto journalists in India have been able to “discover” this feature yet. Fret not, as The Daily Guardian is indeed your guardian here as well for all things automotive, including 4WD, and you’ll know shortly, once and for all, what Auto LSD is; how to engage/disengage it, and where to use it.
In short, Auto LSD (Auto Limited Slip Differential) is Toyota’s BLD (Brake Lock Differential) for 2WD. I have to categorically mention “for 2WD” here, because, unlike in other vehicles such as the Thar and Jimny, where BLD works only in 4WD, Toyota’s Auto LSD works in 2WD. Toyota’s BLD for 4WD is known as A-TRAC, which of course works when you engage 4WD.
What does Auto LSD do? It brakes the freely spinning wheel so that power goes to the other wheel (because power follows the path of least resistance) which has traction, and you’re out of the sticky spot in a jiffy. Mostly.
How do you engage/disengage it? First, you have to close your eyes, and say a prayer. No, I am kidding. You are in a Toyota; you don’t need to say a prayer in here. You just need to press the traction control button once to engage it (and once again to disengage), and you’ll see “Auto LSD” lighting up in the instrument cluster along with the traction control icon, which also lightas up and stays on with Auto LSD. Please note that although a “glowing” traction control icon usually suggests that traction control has been turned off, it’s not completely off here. To switch it completely off, you need to keep the traction control button pressed for three seconds. It will then show “TRC OFF” (Auto LSD will be off too) and I don’t recommend you do that ever on the road because by keeping that button pressed for three seconds, you’re essentially turning off VSC (Vehicle Stability Control). VSC is the feature that keeps your vehicle on its intended path during an emergency evasive maneuver, where you have to brake and steer at the same time. Turning VSC off could be disastrous for you and others on the road; please don’t do it.
Coming back to Auto LSD; where would you use it? I’ll make it simple for you by classifying the scenarios under three categories:

1) Hard Surface: any situation which you think would be too overwhelming for regular traction control. For example, you’re approaching a curve and spot a big patch of oil ahead, and you obviously don’t want to shift to 4WD as you’re on a hard surface. Engage Auto LSD.

2) Loose surface: any situation where you know that you definitely don’t need 4WD, but you foresee that you might spin a wheel a bit too much rendering the regular traction control useless. For example, narrow “uneven” offroad paths where one of the rear wheels might loose traction. Engage Auto LSD.

3) Donuts: Engage Auto LSD.
To make it clearer, the difference between regular 2WD (traction control on) and 2WD with Auto LSD is that upon detecting a freely spinning wheel, traction control would cut engine power in the former, whereas in the latter, you can even redline the engine.

4WD (FOUR-WHEEL DRIVE)
I’ll keep this one short. Keep the Hilux in 4H (4 High) and it will sail through almost every obstacle that you can find. In really treacherous situations, switch to 4L (4 Low) where the low ratio gears in the transfercase would multiply torque and help you crawl through wheel-deep mud and slush. A-TRAC works in both 4WD modes. It won’t work when you lock the rear differential or when you use DAC (Downhill Assist Control). Don’t use the latter; it’s of no use. Just keep your wheels straight while going downhill and brake as necessary.

ONROAD PERFORMANCE & RIDE QUALITY
The Toyota Hilux AT has all the power you would ever need on our roads, even in ECO mode. It produces 204 PS at 3,000–3,400 rpm (204 PS at 3,400 rpm in the 6-speed manual Hilux) and 500 Nm at 1,600–2,800 rpm (420 Nm at 1,400–3,400 rpm in the manual).
My best 0-100 km/h run was accomplished in 9.3 seconds on the speedo which corresponds to 10.5 seconds on GPS. This was in regular 2WD with traction control. Runs with Auto LSD and VSC off were slower. That’s another reason for you to not touch the traction control button on the road.
It obviously excels on the highways as well. The 6-speed torque converter never disappoints, summoning all that torque almost instantly when you need it, making overtaking a cinch. The Hilux cruises well too. In an empty vehicle, with just a light driver (60 kg) like me behind the wheel, it cruises at a speedo-indicated 100–110 km/h at just 1,650 rpm, and 120 km/h (speedo-indicated again) comes up at just 1,750 rpm. There’s hardly any engine noise in the cabin at these speeds, which means you can do some really long trips without tiring your ears out in this vehicle. The ride quality is also acceptable for a pickup truck which has leaf springs at the rear. It’s of course a bit bouncy even on the smoothest of roads, especially for the rear passengers, but that’s a given for a body on frame vehicle, that too with leaf springs at the rear, and an empty cargo area. If you’re driving with the deck fully loaded with heavy items, the ride quality becomes pliant.

Handling, Braking, and Maneuverability
It would be downright stupid to expect a truck to handle like a car. It doesn’t and it won’t. Treat it with the respect it deserves and it will keep you safe and happy. Sudden lane changes between 80–100 km/h aren’t scary, and neither is braking in a straight line from 100–0 km/h. It does the former with grace, and the latter with absolute authority and poise. Just don’t go attacking corners at speed; you won’t if you have a proper working brain, unless you’re one of those who pronounce physics as physique (someone who spent less time in science classes and more in the neighborhood gym).
However, there’s one thing both kind of specimens—brainy and brawny—would appreciate: the hydraulically assisted steering. It’s hard enough to give a complete arms workout to the former and a good pump to the latter, while executing three-point turns. I love it. Please enjoy it while you still can before lifeless electric systems take over completely…
Jokes apart, driving the Hilux everyday will raise your dopamine level so much that you really won’t mind its heavy steering even if you have been raised on cars with the aforementioned lifeless steering wheels. The arms workout will be a bonus.
Also, though I maintain that this vehicle needs a 360-degree camera, the all-around visibility
is not bad at all. But, dear Toyota, please don’t take it for granted. Please give the Fortuner and Hilux a good surround camera to keep the minor forms of flora and fauna around us safe…

FUEL EFFICIENCY
The Hilux has an 80-liter fuel tank which will help you cover around 800 km BEFORE the low fuel light comes on. It’d have a range of around 80–100 km still left, but I won’t recommend you testing it. I might, someday…

VERDICT
Contrary to what the brochure readers masquerading as reviewers will tell you, this can be your only four-wheeler. It was my daily driver for over a week, and never did I think of ditching it for another car (or bike) during this period. In fact, this was one of those times where I just didn’t want to return a test vehicle. Yes, it’s addictive, and that addiction isn’t temporary. One of my female friends, who owns one (for over a year now), corroborates. Please note that she’s neither built like a tank, nor does she have a moustache (not yet, at least). I’m trying to Infer that she isn’t a masochist like me (I drove my open-top Willys CJ-3B in ALL seasons for decades, before NGT played spoilsport). It’s her only vehicle, which she primarily uses to haul her competition bike (Kawasaki KX250) and its paraphernalia to off-road events and races, but doesn’t mind driving it in the city as well.
See, Hilux actually means “High in Luxury” and though you might argue that Toyota didn’t think it through while naming it, I’d disagree. A hardcore 4WD road-legal vehicle that’s not bad on the road; is astonishing off the road; can accommodate five people, and their belongings, and circumnavigate the globe without breaking down EVER is a LUXURY indeed.

House Of The Dragon Season 2 Episode 5 Review: Targaryen Family Feuds Over Leadership

July 15, 2024, 1:00 pm

In the latest episode of “House of the Dragon” season 2, tensions rise as power struggles intensify among the Targaryen family. Alicent, played by Olivia Cooke, confronts harsh realities as her ambitions to lead are challenged by her son Aemond’s ascent. Meanwhile, Aegon, portrayed by Tom Glynn-Carney, recuperates from battle wounds while familial dynamics shift around him.

THE POST:

“The king cannot rule in his sleep.” pic.twitter.com/z3T4AeiHOs

— House of the Dragon (@HouseofDragon) July 15, 2024

The episode delves into Daemon’s turmoil at Harrenhal, haunted by visions that question his destiny. Matt Smith’s portrayal captures Daemon’s inner conflict with depth, though some narrative diversions distract from his central narrative.

Directed by Clare Kilner, the episode balances quieter moments of character development with looming conflicts, setting the stage for future confrontations and betrayals. As tensions mount and alliances shift, “House of the Dragon” continues to explore the intricate webs of power and legacy within the Targaryen dynasty.

“House of the Dragon” season 2 airs new episodes weekly, available on JioCinema.

Parasyte The Grey: Netflix series makes for decent watch but lacks emotional depth

April 22, 2024, 1:49 pm

Parasyte: The Grey, which premiered on Netflix on April 5, has garnered a fair deal of attention with its inherently intense narrative. The series is a live-action adaptation of the late 80s Japanese manga Parasyte, written by Hitoshi Iwaaki.

The Korean show stars Jeon So-nee in the lead role along with Koo Kyo-hwan, Lee Jung-hyun, and Kwon Hae-hyo. It is directed by Yeon Sang-ho, best known for his work on Train to Busan. Given the director’s impressive body of work, it had the potential to be a winner. So, did Parasyte: The Grey live up to these expectations?

What’s Parasyte: The Grey about?

Parasyte: The Grey is about the conflict between humans and unidentified parasitic life forms that survive through human hosts. The show is a thriller where humans try to finish off these alien-like creatures. The parasites, on the other hand, disguise themselves and consume humans to survive. This sets the stage for a series of twists and turns.

Did the screenplay do justice to the franchise?

Fans of the original manga and its 24-episode anime adaptation may be left with mixed feelings after binging the six-episode K-drama. While it is thrilling to watch, the show’s short runtime hampers the development of the main character Jeong Su-in (So-nee). Her inner turmoil isn’t fleshed out properly till halfway into the series. While the actress does a good enough job of bringing some depth, it is a little late to make the viewers connect with the protagonist on an emotional level.

Moreover, the series plays out like a thriller. This may not go down well with the anime’s fans as it was profound enough to resonate with the audience.

Action is an integral part of the show. However, the quick cuts in some of the action scenes in the first few episodes are difficult to follow.

That said, Parasyte: The Grey has its merits. Every actor delivered a great performance. One of the standout characters is Choi Jun-kyeong (Lee Jung-hyun). She has a dynamic and fun personality but a sad backstory that gives her the most depth and offers the viewer a much-needed fresh perspective. Seol Kang-woo (Koo Kyo-hwan) and Kim Cheol-min (Kwon Hae-hyo) also have intriguing subplots.

There is also a sense of mystery about what these strange creatures are capable of. This makes them horrifying which is another positive aspect that elevates the show.

Conclusion

Parasyte: The Grey has tremendous potential but proves to be a mixed bag when all is said and done. It also caters more to those not familiar with the anime or the manga.