Mahindra hit the ball out of the park with the XUV700’s roundedness and clever packaging. Big on the outside, spacious and comfortable on the inside, and with a plush interior and lengthy equipment list, it truly delivered excellent bang for the buck. It wasn’t a surprise then that the XUV700 was a mega success for the Indian carmaker. 

A little over four years since it launched in 2021, the XUV700 continued to turn out healthy monthly sales numbers, with only a few small updates along the way. For its mid-lifecycle update, it got an exterior makeover, a new interior, new electronic and electrical (E&E) architecture, and an updated suspension system. Mahindra also took the opportunity to rebrand it as the XUV 7XO, in line with the company’s new nomenclature. Some might argue that by adopting a new name, the company let go of all the goodwill built by the ‘XUV700’ brand, but sales seem to indicate otherwise. Like its predecessor, the XUV 7XO is off to an excellent start, almost immediately securing its spot in the top-20 bestselling cars in the country.

The 7XO is spread across a wide price band, ranging from Rs 13.66 lakh to Rs 25.07 lakh (ex-showroom), and is offered with turbo-petrol and diesel engine options, with manual and automatic transmission options for each. While it remains primarily front-wheel driven, the diesel-automatic version also gets an all-wheel-drive option. Unlike the XUV 700, there’s no five-seat version; a seven-seat configuration is standard, with higher variants getting the option of captain chairs for the middle row, giving a six-seat configuration.

We put the turbo-petrol and diesel automatic versions through our exhaustive real-world tests to find out how they perform.

Mahindra XUV 7XO design and engineering – 8/10

A familiar shape with more exaggerated design elements.

Despite minimal sheet-metal changes, the SUV has undergone a thorough makeover thanks to design tweaks to the grille, bumpers, wheels and lights. Its silhouette remains unchanged, with familiar body lines and unique design details, so it still looks like its predecessor from afar. But the styling elements have been exaggerated in an attempt to modernise its look. Interesting details include piano black for the body cladding, mirrors and roof rails. The wheel size has gone up to 19 inches from the outgoing version’s 18s. And its LED tail-lamps now feature a unique hexagonal pattern, lending it a distinct look.

Like before, the XUV 7XO’s headlamp throw and spread are commendable, and it also gets a headlight booster, which activates above 80kph to provide better illumination, but only on high beam. The flush-type door handles have been retained; they are powered, and have proximity sensor-based pop-out function in the higher variants.

At its core is the same lightweight and safe platform of the outgoing version, and the company aims to keep upgrading its technology. The 7XO is what the company calls its first-generation software-driven vehicle, with a Qualcomm Snapdragon SA8155P chipset for key computing functions – Central Processing Unit, Graphical Processing Unit, Machine Learning Algorithms and Neural Networks. This Ethernet-based multi-functional core allows for advanced tech like the three screens, Dolby Atmos, Dolby Vision and 4K videos, and ADAS, to name a few.

Mahindra XUV 7XO interior space and comfort – 8/10

First two rows comfy, but third row, boot space are tight.

The biggest change on the inside is the three-screen layout for the dashboard. The 7XO also adopts the two-spoke steering from its EV counterpart, the XEV 9S, albeit with physical buttons instead of the touch-operable ones. But just like in the EVs, if you press them too hard, it will accidentally trigger the horn.

While on the topic, the buttons and knobs for the air-con have now made way for a touch panel with some shortcut keys. Sure, there are shortcut buttons on the centre console to open the AC menu (and others) on the touchscreen, but it is a two-to-three step process, and you will have to take your eyes off the road for it.

Mahindra has opted for a two-tone tan and light beige interior colour combination, which certainly gives the cabin a bright and airy feel. However, like the XUV700, most of the touch points are wrapped in light-coloured leatherette, which will need special effort to keep clean.

Besides the colour change, the 7XO’s seats have been modified too. The foam, foam density, comfort pads and even the ventilation system seem to have been tweaked for enhanced comfort. As a result, seat comfort is a touch better than before, and the wide seats offer good support and ample adjustment. Both front seats are ventilated, activated or deactivated via the touchscreen, which is a fiddly, inconvenient process. Both front seats are also powered, with the driver getting a memory function, while the passenger seat can be moved from the rear, which chauffeur-driven owners will appreciate. 

Speaking of which, the middle row is very comfortable – the seats are well cushioned, with good thigh support. And with an almost flat floor and generous cabin width, this space can accommodate three adults quite easily.  As standard, the middle row is a bench, although there are optional captain’s chairs available on higher variants. Interestingly, the outer two bench seats and the captain’s chairs are now ventilated on top trims too. Other notable features here include multiple fast-charging options (including a wireless charger), as well as rear sunshades.

Unfortunately, the 7XO’s middle row still doesn’t slide like the one in the XEV 9S to free up more legroom in the third row. As a result, the third row is cramped for adults, and taller folk will find their head brushing against the headliner. Also, because of the large middle seat, occupants could feel a bit hemmed in back here. Hence this space is best reserved for short journeys, or folded away entirely for a cavernous luggage area. With seats in place, it’s adequate for a couple of cabin bags at best.

Mahindra XUV 7XO features and safety – 9/10

Techier and even better equipped than the XUV700.

With the 7XO, Mahindra has trimmed down the variant line-up, which earlier consisted of stripped-out MX variants as well. This is because the top-end AX7 series of the XUV700 accounted for over two-thirds of sales. The company anticipates the trend to continue with the 7XO, with buyers preferring fully loaded versions.

The 700’s rich feature set has been enhanced with this midlife update, starting with its three 12.3-inch screens – instrument cluster, central infotainment and passenger screen. While the instrument cluster has limited display options, the passenger screen has a plethora of menus and sub-menus with several apps and functions. Owners will need to spend some time to understand these and find their way through this system.

Thankfully, Mahindra has added a privacy filter on the third screen to hide it from the driver’s field of vision and avoid distraction while driving. We’re happy to report that during the day, this screen is barely visible from the driver’s seat, although the filter isn’t as effective at night, and drivers will be able to see the third screen.

BE 6-like key slots neatly in the armrest console; powered boss function for front passenger seat; middle row gets ventilation in higher variants; accessing front-seat ventilation requires a minimum of three taps (clockwise).

The aural experience is enhanced by the 16-speaker Harman Kardon setup. The subwoofer enclosure is now larger, due to which the bass is richer and fuller than before. Furthermore, with Dolby Vision, the system can also play 4K videos, and rear occupants can also add a tablet and sync it to the twin screens ahead so that all the passengers can enjoy watching videos from their respective seats.There’s also a new 540-degrees camera, which in addition to providing a 360-degree view, will also provide a clear view of what’s under the vehicle. The camera quality and clarity is excellent, which makes parking this large car quite easy.

Thanks to the XUV 7XO’s newer E&E architecture, the ADAS is also more polished than before. There’s a new 8-megapixel camera, which detects two-wheelers, stray cattle, and pedestrians more accurately. Furthermore, thanks to the more powerful chipset with 3.5 times better computing power, the systems work smoother and are capable of better judgement and decision making. In the real-world too, the XUV 7XO’s ADAS seems to be a lot more in sync with our road and traffic conditions, without being overly sensitive.

Other notable features include a panoramic sunroof, ambient lighting, dual-zone climate control, wireless chargers (front and rear) with active cooling, a frameless auto dimming inside mirror, as well as a digital video recorder.

Mahindra XUV 7XO performance and refinement – 9/10

Strong engines complemented by smooth auto boxes.

The Mahindra XUV 7XO’s diesel engine impresses on several fronts. Producing a class-best 185hp and 450Nm, the automatic version interestingly develops 30Nm more torque than the manual (420Nm). Its strong low-end and mid-range punch suit the character of this large SUV perfectly, which explains why the diesel accounts for nearly three-fourths of XUV 7XO sales.

Performance feels effortless right from the get-go. Power delivery is smooth, turbo lag is minimal, and there is always ample torque in reserve. At 100kph, the engine is barely ticking over at 1,600rpm in top gear, giving the XUV 7XO a relaxed, long-legged cruising ability that makes highway drives particularly effortless.

The 6-speed Aisin torque converter complements the diesel well. While there is a slight pause between shifts, it generally manages to stay in the right gear. Paddle shifters are missing, though a tiptronic mode allows for manual control. The diesel also gets Zip, Zap, Zoom and Custom drive modes, which alter throttle response, gearshift points and steering weight. With the newly introduced Custom mode, users can choose to alter individual parameters based on their preference. In its quickest setting, the diesel-auto sprinted from 0-100kph in an impressive 9.97 seconds.

Refinement levels are strong too. The engine feels smooth and largely vibration free, although there is a faint diesel drone in the background, while a more noticeable clatter creeps in beyond 3,500rpm.

For buyers who prioritise refinement, the turbo petrol is the more appealing option. This 203hp, 380Nm 2.0-litre engine feels more responsive off the line and delivers a strong, diesel-like mid-range punch that makes the XUV 7XO feel effortlessly quick. While it is not a particularly high-revving engine – the gearbox usually shifts close to 5,000rpm – outright performance is still strong. The turbo-petrol reaches 100kph in 9.79 seconds, almost identical to the diesel, though it gets to 160kph 1.3 seconds quicker. Rolling acceleration times from 20-80kph and 40-100kph are also comparable between the two engines.

The 6-speed torque converter in the turbo petrol feels very similar to the diesel auto in terms of smoothness. Interestingly, both versions appear to share identical gear ratios, meaning the petrol also cruises at just 1,600rpm in top gear. However, the petrol’s shift logic feels noticeably more eager and responsive, readily downshifting even with gentle throttle inputs, whereas the diesel feels comparatively calmer and more relaxed.

Mahindra XUV 7XO fuel efficiency – 7/10

The diesel is efficient, but the turbo-petrol isn't.

Interestingly, the petrol and diesel versions use different ECU suppliers – Continental for the turbo petrol and Bosch for the diesel – and thus only the diesel gets drive modes.

Both versions feature an automatic engine stop-start system designed to improve efficiency in traffic, though its calibration could divide opinion. The system keeps the engine shut off for extended periods even when cabin temperatures rise noticeably above the set climate level, only restarting once the brake pedal is released. As a result, in peak summer conditions, occupants are likely to disable it. The diesel’s restart response is also slightly slower and more noticeable than the petrol’s.

In our city tests, the petrol-automatic returned 7.6kpl, improving to 9.8kpl on the highway. At 100kph in sixth gear, the engine settles into a relaxed 1,600rpm cruise, but the aggressive throttle calibration and eager gearbox downshifts hurt efficiency. Drive gently, and double-digit figures occasionally appear on the MID, though even moderate overtakes see consumption rise sharply. Still, with a 60-litre tank, its average of 8.7kpl translates to a usable real-world range of around 520km.

The diesel, meanwhile, is considerably more efficient. Kept in the most economical Zip mode with stop-start enabled, it returned 11.28kpl in the city and 14.91kpl on the highway. Like the petrol, it also cruises at 1,600rpm at 100kph in sixth gear. Given the sizeable efficiency advantage, the diesel is likely to remain the pick for most buyers.

Mahindra XUV 7XO ride comfort and handling – 9/10

Bump absorption capability has immensely improved.

One of the key talking points of the XUV 7XO is its new suspension setup. Patented by Tenneco and jointly developed with Mahindra, the ‘DaVinci DCx’ (Double tube Comfort eXtreme valve) setup is a mechanical, frequency-adjusted hydraulic damper comprising a dual-stage flow regulator, as well as a hydraulic rebound stopper that results in non-linear damping (not just a single-damper setting) that changes based on the road and driving conditions. The DCx valves use specially engineered discs (shim stacks), which regulate hydraulic flow depending on road-impact frequency. However, high-energy impacts are managed by the hydraulic rebound stopper, which alters hydraulic fluid flow and absorbs road shocks much before they reach the chassis. This damping system adds a significant increase in cost, being almost twice as expensive as a conventional system.

But of course, the benefits of this setup are multifold. Despite riding on 19-inch wheels (versus the outgoing XUV700’s 18 inchers), ride comfort has noticeably improved. Like before, it exudes an underlying feeling of toughness while dealing with bad and broken roads, and now, commendably, the XUV 7XO rounds off sharp-edged potholes akin to some more expensive luxury SUVs. Also, while XU700 owners complained of suspension noise, that issue seems to have been solved this time around, with the 7XO’s suspension quietly doing its duties.

High-speed stability remains excellent, and even though there are soft movements while cruising over less-than-perfect roads, it doesn’t feel excessive or floaty at any point. 

The steering is light and easy to twirl, which makes light work of manoeuvring and parking this car. And even though it isn’t feelsome, it weighs up progressively at highway speeds, adding to the driver’s confidence. Drive modes in the diesel automatic add some weight and resistance at low speeds for a sportier feel.

Around corners too, the XUV 7XO feels stable and confident, and impressively, mid-corner bumps don’t seem to unsettle it. Mechanical grip is good too, but there’s just no getting away from the vehicle’s sheer mass and its high centre of gravity, so a fair bit of body roll still exists.

Braking performance is strong too. In our panic-braking tests from 80-0kph, the XUV 7XO came to a halt in 26.74 metres, which is similar to lighter midsize SUVs like the Tata Sierra and Kia Seltos. In the diesel-automatic version, even the brake-pedal feel is linked to the drive modes, which just tweak the brake bite point slightly for a more immediate or laidback response.

Mahindra XUV 7XO price and verdict – 9/10

Builds on the strengths of the XUV700 and feels even better-rounded and more desirable now.

The Mahindra XUV 7XO retains the XUV700’s strong fundamentals while improving ride comfort and technology. The impressive new suspension setup lends it a more sophisticated ride quality without compromising high-speed stability. The cabin, too, feels richer than before, seat comfort has improved, and the upgraded electronics and ADAS are now better calibrated for real-world conditions. The diesel-automatic, in particular, stands out for its strong efficiency and effortless cruising ability.

The shift towards touch controls for air-con hurts usability, and while the triple-screen setup adds novelty, the sheer number of menus feel overwhelming initially. Also, for an otherwise sensibly packaged car, the middle row still doesn’t get a sliding function, and as a result, its third row remains cramped for adults.

Even so, the XUV 7XO continues to offer an exceptionally broad spread of abilities. It feels more polished, more premium and more complete than before, reinforcing its position as one of the most compelling SUVs in its class.

The all-new Renault Duster created quite the splash when it launched into the midsize SUV segment thanks to its appealing design, upmarket interior and multiple powertrain options. While we’ve already experienced the 1.3 turbo-petrol, and the strong hybrid is still some time away, we finally got a chance to experience what could become the most popular choice amongst buyers – the 1.0-litre turbo-petrol paired with a 6-speed manual.

Renault Duster 1.0 MT Performance and Refinement - 8/10

The engine is a familiar one – a 100hp, 1.0-litre, three cylinder, turbo-petrol – that also does duty in the Kiger compact SUV. However, Renault has made some specific changes for the Duster and as such, torque stands at 166Nm, which is 6Nm more than in the Kiger. And in place of the 5-speeder in the Kiger, the Duster has a 6-speed gearbox. There’s no automatic gearbox option however, which would’ve widened its appeal.

There is that typical three-cylinder thrumminess and vibration at idle, but the engine does smoothen out as you get going. Being a small-capacity turbo engine, of course, there’s turbo lag present. But once you cross the 2,000rpm mark, which is where it makes peak torque, this engine feels responsive and pulls cleanly till its redline. In the city, keeping up with the changing flow of traffic is easy, and part-throttle responses are decent, though you will need to downshift to make a quick overtake when out on the highway or when you’re driving uphill to keep it in the meat of the powerband. On the whole, the performance isn’t quick, but it’s quite adequate for this midsize SUV. 

The clutch pedal is light and easy to modulate, and the 6-speed gearbox, too, is precise enough. It’s not light, however, and when you drive in an enthusiastic manner, you’ll notice that it takes some effort to slot into the gates.    

Renault Duster 1.0 MT Mileage and Efficiency - 7/10

Renault claims the Duster 1.0 MT will do 19.41kpl. It even packs in an Eco drive mode and auto start/stop tech. We subjected the Duster 1.0 MT to our real-world fuel efficiency tests and it returned 8.9kpl in the city and 14.5kpl out on the highway, which is par for the course. It’s worth noting however, ambient temperatures soared to up to 40degC, which means the AC was working hard to keep the cabin cool and the auto start/stop would only shut off the car for a brief time at traffic lights, which affected the efficiency.

Renault Duster 1.0 MT Ride Comfort and Handling - 9/10

The Duster’s superb ride comfort and handling balance remain intact. In fact, the Techno variants may even feel a touch plusher owing to their smaller wheel size though the difference is barely perceptible. It does have a firmness to it at low speeds, but that’s not to say that it's uncomfortable by any means. It smothers rough patches, broken roads and potholes without breaking a sweat, and it also doesn’t have the steering kick-back associated with the older Duster. Even at high speeds, it stays composed. 

The Duster is also enjoyable around bends thanks to the precise steering and well-controlled body roll. It may not feel as agile as some rivals, but there’s still some proper fun to be had when driving in a spirited manner.

Renault Duster 1.0 MT Design and Engineering - 9/10

The Duster 1.0 is being offered in the three trims from the bottom – Authentic, Evolution and Techno – with the top two (Techno+ and Iconic) being reserved for the 1.3 turbo-petrol for now. But Renault has done a very good job of not making it look like a mid-spec model outside. You still get the same butch and muscular styling, with the sculpted bonnet, the prominent Duster badging on the front grille, the faux skid plates at the front and rear, body cladding around the wheel arches and along the lower half, and roof rails.

Commendably, it even gets all LED lighting, which includes the auto headlamps, fog lamps, tail-lights and the light bar at the rear. The only prominent difference from the top trims are the alloy wheels, which are a size smaller at 17-inches, and feature a slightly different design. 

Renault Duster 1.0 MT Interior Space and Comfort - 8/10

Inside, the basic layout of the dashboard is the same as that of the top trims, but you do get different upholstery and trim elements. The leatherette upholstery of the Iconic trim has been replaced by two-tone brown-and-black fabric upholstery, which does look nice. The brown fabric is also carried over onto the dashboard and the doorcards. The Techno trim also forgoes the faux carbon fibre trim on the dash for a different white trim piece. The front seats feature white piping and stitching, which lends them a premium vibe, and are well-padded and accommodating as before. 

The rear seat remains a comfy place to be, with ample kneeroom and headroom even for six-footers. You get dedicated AC vents, USB Type-C ports, a fold-down armrest with cupholders, and three-point seatbelts and adjustable headrests for all three passengers. And even though it can fit in a third, they won’t be comfortable for long thanks to the tight shoulder room. The cabin remains a practical place, with plenty of cubby spaces, and it also continues to get a segment-best 518-litres of boot space. A spare tyre is missing, though.

Renault Duster 1.0 MT Features and Safety - 8/10

In terms of equipment, the Techno trim gets all the necessities, with some feel-good features too. You get the same slick and high-res 10.1-inch touchscreen as the top trims that features wireless smartphone integration, connected car tech, a wireless phone charger, 6-speaker Arkamys sound system, dual-zone auto climate control, cruise control, a large panoramic sunroof, auto LED headlamps, a powered tailgate, push-button start/stop, electric folding mirrors and much more. As for the safety kit, you get 6 airbags, ESP, traction control, corner stability control, hill-start assist, a rear parking camera, a tyre-pressure monitor, ISOFIX child seat mounts and more.

Features it misses out on  compared to the top-spec trim include powered and ventilated front seats, a 360-degree camera, ADAS features, ambient lighting, an air purifier, front parking sensors, steering modes and the 10.25-inch digital driver’s display. You get a smaller 7-inch unit in its place that is also customisable, and shows you all sorts of data, though, the tachometer appears a bit too small. Overall, Renault has found a good balance of features for the Duster 1.0 Techno.   

Renault Duster 1.0 MT Value for Money - 9/10

The Renault Duster 1.0 variants are priced from Rs 10.49 lakh for the base Authentic to Rs 13.49 lakh for the Techno trim. It's worth noting, the 1.0 can’t be had in the top two trims – Techno+ and Iconic – which is reserved just for the 1.3 turbo petrol for now. But given all that it packs in, the Duster 1.0 range represents really good value for money. 

The Duster 1.0 still features all of the Duster’s strengths, like the well-sorted ride and handling balance, tough build, butch styling and upmarket interior, without much compromise. Sure, it does miss out on features like ventilated seats, ADAS and it doesn’t have the performance of the 1.3 turbo-petrol, but for those who want a robust SUV that offers decent performance and a good mix of features without having to spend big, the Duster 1.0 MT represents a great option. As such, it may just become the bestseller in the Duster range.  

Besides accounting for around 20 percent of Tiago sales, the Tiago EV has also attracted a distinctly different buyer profile. Interestingly, the company says around 60 percent of owners are first-time car buyers, and in three out of four households, it serves as the only car. Its combination of ease of use, low running costs and approachable driving manners has clearly resonated with urban buyers.

For 2026, Tata has given the Tiago EV a comprehensive midlife update. The changes include refreshed styling, a more modern cabin, additional features, faster charging capability, and an extended battery warranty of up to 15 years for the first owner.

Priced between Rs 6.99 lakh and Rs 9.99 lakh, the Tiago EV continues to be offered with either a 19.2kWh or a 24kWh battery pack. Notably, the Indian carmaker has dropped the prices by up to Rs 1.15 lakh, making it more affordable than the outgoing version.

2026 Tata Tiago EV exterior design and engineering – 7/10

The Tiago has always been one of the more attractive hatchbacks in its class, thanks to its clean proportions and distinctive surfacing. For 2026, Tata has refreshed the design with swept-back multi-reflector LED headlamps, LED DRLs, a redesigned front bumper and an all-new clamshell bonnet.

To establish a stronger EV identity, however, the Tiago EV adopts a monolith-inspired front fascia with a blanked-off nose. While this aligns with contemporary EV design trends, the treatment lacks the visual character of the rest of the car and may not appeal to all buyers.

The wheel arches now feature cladding made from recycled materials, finished with a distinctive speckled texture. However, even the top-spec version rides on 14-inch stylised steel wheels, which appear somewhat undersized within the newly clad arches.

Other updates include chrome-finished door handles, a shark-fin antenna, revised tail-lamps with new LED elements and a full-width reflector strip. The rear styling is arguably more successful than the front, thanks to the blacked-out bumper elements that add visual contrast and definition. A particularly neat touch is the matte-black badging accented with blue highlights.

Dimensionally, the Tiago EV is now 48mm longer, 7mm wider and 26mm taller than before, although its 2,400mm wheelbase remains unchanged.

2026 Tata Tiago EV interior space and comfort – 8/10

The cabin has received a substantial makeover and feels noticeably more upmarket than before. Grey fabric trim now extends across the dashboard, door pads and seats, creating a warmer and more inviting ambience. Compared to the previous off-white leatherette upholstery, the new material feels more breathable and should prove easier to live with over time. Tata says recycled materials account for 20 percent of the interior, a detail subtly highlighted on the A-pillar.

Not all changes are for the better, however. The premium knitted roof liner from the previous model has made way for a more conventional woven fabric, resulting in a slight reduction in perceived quality.

Like the Sierra, the Tiago EV now gets floating-style interior door handles that feel solid and well engineered. Ahead of the driver sits a new freestanding instrument display, which modernises the dashboard layout, although portions of the screen can be obscured depending on the driver's seating position.

The 10.25-inch touchscreen is also mounted in a floating configuration, while the new two-spoke steering wheel feels cleaner and more premium without the gloss-black surfaces that were prone to reflections. Importantly, Tata has retained physical controls for the climate control system, ensuring ease of use while driving.

The redesigned centre console is more practical than before, incorporating rubberised phone holders that prevent devices from sliding around. Wireless charging is absent, but a 65W USB-C port enables rapid charging of compatible devices. Cupholders have been retained, while the addition of a centre armrest improves long-distance comfort.

The rotary drive selector also feels quicker and more intuitive to operate, although its faint backlighting still makes it difficult to confirm selections at a glance. Regenerative braking levels continue to be adjusted via buttons below the touchscreen, as paddle shifters remain unavailable.

Comfort levels have improved thanks to revised seat cushioning, better bolstering and enhanced thigh support. Most occupants will find the front seats comfortable, although taller drivers may miss adjustable head restraints. Rear-seat space remains respectable for a hatchback of this size, and new rear AC vents add to passenger comfort.

The 240-litre boot is reasonably practical, though unlike the ICE version, the EV does without a spare wheel and instead relies on a puncture repair kit.

2026 Tata Tiago EV features and safety – 8/10

The Tiago EV's feature list has been strengthened with the addition of an excellent 360-degree camera and a blind-spot monitoring system. The latter displays a live camera feed on the central touchscreen whenever the indicators are activated, helping improve visibility in traffic. While useful, the system takes over the entire screen, which can be distracting if you're simultaneously relying on navigation guidance.

The range-topping Creative Plus variant comes generously equipped with auto-LED headlamps, a 10.25-inch touchscreen with wireless Android Auto and Apple CarPlay, a digital instrument cluster, automatic climate control, keyless entry, cruise control, a cooled glovebox, rear wiper and washer, stylised wheels and a shark-fin antenna.

Safety equipment is comprehensive, with six airbags, ABS with EBD, ESP, hill-start assist and rain-sensing wipers offered as part of the package.

One notable casualty of the update is the excellent Harman audio system, which has been replaced by a conventional six-speaker setup. While the new system should satisfy most users, enthusiasts may miss the richness and clarity of the earlier unit. Adjustable rear head restraints and rear-seat load-cell sensors also continue to be absent.

2026 Tata Tiago EV performance and refinement – 8/10

For 2026, the Tiago EV receives a host of updates, including revised accelerator mapping, software enhancements aimed at improving efficiency, dual-cell balancing during both charging and driving, dynamic state-of-charge calibration, and more accurate range predictions.

Like before, the Tiago EV offers two drive modes. City mode, which is selected by default, limits torque output to roughly 75 percent, while Sport mode unlocks the motor's full performance potential. This time around, accelerator response in City mode has been intentionally softened even further, to deliver a smoother, more gradual rollout from standstill. As a result, it feels relaxed and unhurried, with low-speed performance tuned to avoid overwhelming first-time EV users. For urban commuting, however, it feels perfectly at home and should satisfy most owners.

You will, however, find yourself switching to Sport mode more often for a more effortless driving experience. Even here, acceleration isn't particularly sporty and throttle response remains linear, but the performance advantage over City mode is significant and especially noticeable on the open road.

The EV reaches a top speed of 122kph (indicated), which is more than adequate given its intended role as a city-focused hatchback. A useful hill-hold function is also included, keeping the car stationary for a couple of seconds on steep inclines after the brake pedal is released.

The Tiago EV continues with three levels of regenerative braking, along with a Level 0 setting that disables regeneration altogether. The higher levels provide a natural deceleration effect, similar to gently applying the brakes. However, while they slow the car to a crawl, the Tiago EV still lacks a true one-pedal driving mode, requiring the brake pedal to bring the vehicle to a complete stop.

2026 Tata Tiago EV range and charging – 8/10

With the 24kWh battery pack, the Tiago EV carries a certified range of 285km. Tata's internal testing suggests a more realistic range of 205-215km, and in our preliminary real-world testing, it delivered around 200km. For a city-focused hatchback, that figure feels entirely usable and reassuring.

Improvements to the chemistry of the LFP battery cells, combined with software revisions, have also resulted in faster charging speeds. Connected to a DC fast charger, the battery charged from 20 to 80 percent in just 30 minutes, a significant improvement over the outgoing model's 45-minute duration. In real-world terms, this translates to shorter charging stops on long journeys. Interestingly, charging speeds taper off sharply beyond 93 percent, with the final few percentage points taking an additional 21 minutes to reach full charge.

2026 Tata Tiago EV ride comfort and handling – 9/10

Although mechanically unchanged, the Tiago EV’s suspension has been fine-tuned, and as a result ride comfort is even better than before. While the ICE version’s suspension has a slightly firm edge at low speeds, the EV’s feels plush and doesn’t allow road shocks to filter through. Even as you pick up the pace, the Tiago EV feels reassuringly stable and confident at highway speeds. The steering remains one of its strengths, being light in town, consistent in feel and progressively weighted as speeds increase. This inspires confidence behind the wheel. Braking performance too feels natural, and enhances the driving experience even further.

2026 Tata Tiago EV value for money – 8/10

With improved comfort, additional features and software enhancements, the 2026 update builds upon what was already an excellent city EV. Tata also offers the EV under its Battery-as-a-Service (BaaS) programme, which lowers the upfront purchase price by up to Rs 2.3 lakh by allowing buyers to finance the battery separately and pay Rs 2.6 per kilometre. While this strategy helps reduce the sticker price, adoption is likely to remain low due to the scheme's complexity and minimum monthly usage commitments, which can make it uneconomical for low-mileage users.

But the 24kWh Tiago EV faces stiff competition from within Tata's own showroom. The entry-level Punch EV is not only priced below the top-spec Tiago EV but also offers a larger 30kWh battery, greater range, and the practicality and desirability associated with SUVs.

That said, whether you choose the Tiago EV or the Punch EV, both remain compelling options for buyers seeking an easy-to-drive, economical and user-friendly electric city car.

If the recent wave of plug-in hybrid performance sedans and SUVs left you a bit cold and disillusioned, the new Audi RS5 will bring hope. Having perhaps learnt from the fumbles of its peers, Audi Sport’s first crack at a performance PHEV has been handled with care and perhaps even restraint. It’s also been treated to a battery of clever chassis upgrades that effectively tackle the hybrid performance car’s biggest enemy – weight. The result is an accomplished and uncharacteristically wild performance sedan, one that we can happily report will be coming to India.

2026 Audi RS5 exterior design and engineering – 9/10

Excellent proportions, expanded appropriately with the RS body kit.

The new-gen ‘B10’ A5 (which replaces the A4 globally) is a well-proportioned liftback sedan and a great starting point for the RS5’s design. It retains recognisable Audi design elements like the single-frame grille and wide headlamps and tail-lamps, while being suitably updated for the modern age. The RS5 is a full 9cm wider than the A5 and isn’t shy about it. The wheel arches, front and rear, swell outwards, so much so that even the rear doors had to be changed to accommodate the bulge.

The grille is larger too and uses a diamond lattice pattern finished in gloss black, and the new two-dimensional Audi logo now sits on its upper edge, cutting into the bonnet surface. On either side of the grille are huge air intakes for the radiators, as well as channels to cool the brakes. Standard 20- and optional 21-inch wheels fill up the signature chunky arches, housing huge (optional) carbon ceramic brakes inside.

The roof slams down all the way to edge of the tailgate, where sits a small but functional lip spoiler. The tail-lamps are joined by an LED light bar, you can choose from up to eight DRL patterns (in conjunction with the headlamps) to put on display. The wide-body look is enhanced by a prominent diffuser in the rear bumper with huge, menacing oval tailpipes placed in the centre.

It may not be as subtle as RS cars of the past, but unlike many other new performance sedans, it hasn’t gone completely overboard either. Instead, Audi Sport has amplified the inherently good proportions and added attitude enhancers in all the right places.  

2026 Audi RS5 interior space and comfort – 6/10

Screen-heavy interior helped by RS embellishments. Boot compromised by battery.

Less successful than the exterior is the interior; a consequence of the screen-heavy direction Audi has chosen for all its new cars. An upright curved panel houses the two main displays, while the passenger screen that’s optional on A5s is standard here. The problem isn’t so much the screens themselves – which are easy to read and use – but their execution. The large panel is always in your peripheral vision and has huge black bezels around the screens. It’s so large, there’s little room left on the dash for other surfaces and materials; the AC vents poke awkwardly out from behind and feel like an afterthought.

Speaking of materials, much of it is now piano black or dull grey plastic, which lacks the richness of the wood, brushed metal and carbon-fibre trim from older Audis. The RS5 alleviates this to an extent with optional carbon accents, contrast stitching and ‘Dinamica’ suede on the steering, arm-rests and dashboard, but it isn’t quite enough. Functionality takes a hit, too, as while there are shortcut buttons for drive modes, ESC, music volume and parking cameras, everything else is in the screen.

Where you will find buttons is on the steering wheel, and Audi has even brought back rollers for easier navigation on the go. The wheel itself feels nice to hold, with cool – if small – metal shift paddles on the back. The seats are a standout too, providing ample support, plenty of adjustment as well as heating, ventilation and massage functions.
Without screens and suede to liven things up, the rear of the cabin feels even more ordinary than the front. Space is average, the seat back is upright and the windows are small. Comfort, however, is good thanks to generous cushioning, mirroring the front. A fixed panoramic glass roof is available, and though it gets segmented digital opacity control thanks to an electrochromic filter, there is no physical sun shade, which means the cabin can heat up quickly. 

Boot space is just 331 litres, thanks to the battery pack that fills the floor area, which of course means there can be no spare tyre. In real-world use, it can hold more than the number suggests, however, as the liftback tailgate allows luggage to be stacked to the ceiling.

2026 Audi RS5 features and safety – 8/10

More standard features, with all options consolidated into a single upgrade pack.

With this car, Audi has responded to criticism that S and RS models weren’t being separated enough from lesser models, and that a few options could easily bridge the gap. Moreover, having to add options over the price of a top-end model was criticised too. As such, there are almost no performance or tech options on the RS5, with much more being included as standard. One single Performance Pack gets you exterior, interior and performance upgrades in one go. That said, the Audi Exclusive personalisation programme does let you choose from a wider set of colours and trim materials than the standard palette.

The RS5 is very well-equipped, with the likes of a Bang & Olufsen audio system, a heads-up display, ADAS, front seat heating, ventilation and massage, three-zone climate control, a panoramic glass roof, and more. The three-screen layout comprises 12.3-inch screens for driver and passenger, with a central 14.9-inch infotainment screen in the centre. Graphics are sharp and slick, although the driver’s display, already small in its large housing, doesn’t make adequate use of its screen real estate.

2026 Audi RS5 performance and refinement – 8/10

Ballistic power that feels somewhat blunted by the electric assist.

This is Audi Sport’s first PHEV, and with that comes a number of debuts for the brand. There’s no downsizing, though – a 2.9-litre twin-turbo V6 engine is retained, albeit with new turbos and heavily revised interiors. This alone has bumped power from 450hp in the previous RS5 to 510hp. To that is added an electric motor, housed in the innards of the 8-speed ZF torque converter auto, which draws power from a 22kWh battery placed under the boot. The total system output is a staggering 639hp and 825Nm, though amazingly still slightly behind its overboosted four-cylinder rival, the AMG C 63 S e-Performance, with its 680hp and 1,020Nm. This, however, leaves sufficient headroom for a future RS6 to sit above, and moreover, seems far more than necessary in a car of this size.

The boring stuff first. It can run in electric-only mode and, with enough charge in the battery, will stay firmly there in its Comfort or Balanced drive modes, even if you prod the accelerator firmly. This gives it a level of refinement and everyday usability far greater than any ICE RS car before it, save for some high-speed roar from the fat 285/30 R21 tyres at all four corners. Move into Dynamic and the engine comes on immediately, working eagerly with the e-motor for heady but manageable serving of power. Above this sits RS mode, which holds gears longer and slackens off the ESC. This is the RS5 at its wildest; perfect for a winding road or even a track. The engine is allowed to rev out (though emissions regs seem to have stifled the sound slightly) and gear shifts hit with sufficient punch. 

Acceleration here is ballistic, mechanical torque gaps expertly filled by electricity and performance delivered to the road by a relentless new Quattro AWD system. 0-100kph takes 3.6 seconds, but it feels quicker still, accompanied as it is by the requisite sounds, vibrations and feedback. When it comes to performance, then, the new RS5 has the broadest remit of any Audi Sport model yet.

2026 Audi RS5 mileage and range – 9/10

Hybrid means you can drive it in EV mode when not using max performance.

The beauty of PHEV powertrains is that a 639hp performance sedan that weighs 2.36 tonnes can still have a fuel economy rating of 24.5kpl on the WLTP cycle. Interestingly, with a discharged battery and running only on engine power, it’s rated at 10.25kpl. In real-world usage, it’s even better than that, because the 22kWh battery allows it to run as an EV for as much as 84km on a full charge, even at highway speeds, meaning most day-to-day activities can be managed without ever switching on the engine. For this, of course, it would have to be charged at home, and that can be done on an 11kW AC charger in about 2.5 hours.

2026 Audi RS5 ride comfort and handling – 9/10

Trick torque vectoring rear diff enables lively, oversteer-heavy handling.

The other side of the coin are the updates to the chassis, which are a similarly comprehensive overhaul. The latest version of Quattro AWD still uses a Torsen centre differential, but it’s now kept in a semi-locked state at all times, allowing for faster engagement on demand, even mid corner. Speaking of which, the rear differential features a clever torque-vectoring system that Audi says is a world first. A second electric motor with its own set of gears sits here, producing just 8kW and 40Nm but not powering the wheels directly. Instead, it serves to instantaneously apportion power between the left and right rear wheels, far quicker than a purely mechanical system could ever respond.

The results are dramatic. Where Audi Quattro systems have always prioritised grip and efficient power delivery to the road, resulting in a neutral and safe driving character, this one feels immediately different. Not since the mid-engined R8 has an Audi been even remotely inclined to oversteer, but the new RS5 changes that. Even at low speeds, you can feel a greater eagerness to change direction, helped by a different, faster steering rack compared to the A5. Follow through with a bit more throttle and you’ll experience some body rotation, rather than the usual safe understeer. This car doesn’t have rear-axle steering and not for a moment do you think you need it.

There’s a sub-mode within RS called RS Torque Rear, which is a drift mode in everything but name. However, while BMW M and Mercedes-AMG’s AWD systems simply deactivate the front axle altogether, the RS5 – true to its Quattro roots – reapportions the torque in a 15:85 front-rear split, rather than the usual 40:60. It’s still plenty oversteery and this heavy sedan can be made to slide around kerbs with the reckless abandon of a Mazda Miata. Interestingly, the new rear transaxle and battery pack have actually improved weight distribution, which now sits at 48:52 front to rear.

Holding it all together through slides, over bumps and at autobahn speeds is the new twin-valve suspension, which only reinforces this car’s split personality. There’s a dramatic difference between its Comfort and Dynamic settings. While a true test on broken Indian roads will have to wait, the RS5 handled mountain roads and highways in Austria with equal aplomb, even on its optional 21-inch wheels.    

2026 Audi RS5 price and verdict – 8/10

Likely to cost near Rs 2 crore, but could be the unexpected wild card of the bunch.

Behind its incredible performance, the RS5 makes a subtle but very important point about hybrid performance cars. It’s that look, feel and emotional connection are far more important than headline statistics in vehicles such as this. Audi chose to retain a V6 engine to keep some character, it went with an updated but familiar look so as to not completely alienate loyalists while keeping things suitably aggressive, and it worked extra hard on the chassis to compensate for its biggest weakness – weight. The benefits of a PHEV remain, including sizeable electric driving range and the ability to drive it easily and silently around town. Some decisions hard-coded into the interior won’t be as easy to fix, even with a facelift, but at least with the RS, they’ve wrapped everything in racy trims that do well to connect you to the experience.

While mainstream models like the new Q3, Q5, and Q6 e-tron are long overdue here in India, there’s a possibility the RS5 could arrive before any of them. That’s because it’s a CBU import, while the others are earmarked for CKD assembly, which is a much more complicated process. We’ll have to wait and see, but what we can confirm is that with its first performance PHEV, Audi has managed to break the stigma surrounding these vehicles, and deliver something truly exciting and engaging, even when not driven at breakneck speeds. And in India, nothing is quite as important as that.

Having been on sale for a decade, the Tata Tiago continues to post healthy sales numbers for the Indian carmaker. Buyers can choose between petrol, CNG and EV powertrains, with manual and AMT gearbox options available on the ICE versions. Interestingly, petrol variants account for 60 percent of total sales, while CNG and EV models contribute 20 percent each.

For 2026, Tata has given the Tiago a comprehensive update that brings cosmetic enhancements, a new electrical and electronic architecture, refreshed interiors and a broader feature list. Prices for the petrol-manual range from Rs 4.69 lakh to Rs 7.29 lakh, while the CNG line-up is priced between Rs 5.79 lakh and Rs 7.99 lakh. AMT variants, which account for around 20 percent of combined petrol and CNG sales, command a premium of Rs 51,000-66,000 over their manual counterparts.

2026 Tata Tiago Design and Engineering - 9/10

The Tiago has always been an attractive hatchback, characterised by clean yet distinctive surfacing. For 2026, it receives swept-back multi-reflector LED headlamps with LED DRLs, connected by a slim, enclosed black grille panel. The front bumper is new too, featuring a wider air intake and prominent vertical design elements. Alongside these revised soft parts, Tata has introduced an all-new clamshell bonnet.

New wheel-arch cladding, made from recycled materials and finished with a distinctive speckled texture, adds some ruggedness. The 15-inch alloy wheels have also been redesigned. Interestingly, the top-spec CNG variant makes do with 14-inch stylised steel wheels, which look undersized with the new wheel cladding.

Chrome inserts for the door handles and a shark-fin antenna add a touch of sophistication. At the rear, the tail-lamps feature revised LED elements and are linked by a full-width reflector strip. The bumper mirrors the front design, with vertical reflector elements completing the look.

Dimensionally, the Tiago is now 48mm longer and 7mm wider than before, while its 1,535mm height, 170mm ground clearance and 2,400mm wheelbase remain unchanged. The result is a car that feels both familiar and thoroughly updated. 

2026 Tata Tiago Interior Space and Comfort - 8/10

The cabin receives a welcome refresh, with generous use of light-grey fabric across the dashboard, door trims and seats. Not only does it create an inviting ambience, but it should also prove more practical in India's dusty conditions. Tata says 20 percent of the interior is made from recycled materials, and this has even been embossed onto the A-pillar as a subtle reminder. One disappointment is the loss of the premium knitted roof liner from the previous model, replaced by a more conventional woven unit.

Like the Sierra, the Tiago now gets floating-style door handles that feel reassuringly robust. Ahead of the driver sits a new free-standing instrument cluster. While it lends the cabin a more contemporary feel, the execution isn't perfect, as parts of the display can be obscured depending on the driver's seating position.

The 10.25-inch touchscreen is also a floating unit, and the new two-spoke steering wheel is refreshingly free from the gloss-black reflective surface of the previous one. Better still, Tata has retained physical buttons and rotary controls for the climate control system.

AMT variants now feature a rotary drive selector. Unlike the earlier Nexon EV's setup, this one responds promptly when shifting between R, N and D. However, the backlighting remains faint, making it necessary to glance at the instrument cluster for confirmation. Paddle shifters are included for manual control.

The manual variant receives a completely new gear lever that feels impressively premium in operation – even more than what’s found in Tata's flagship Safari and Harrier.

The centre console has been redesigned more intelligently, incorporating two rubberised phone holders to prevent devices from sliding around. Top-spec petrol variants add wireless charging, while a 65W USB-C charger allows for rapid device charging. Cupholders remain, and a new centre armrest improves long-distance comfort.

Seat comfort has also improved thanks to revised cushioning, bolstering and thigh support. Most drivers will find the seats comfortable, although taller occupants may miss adjustable front head restraints. Rear-seat comfort remains respectable for a car of this size, and rear passengers benefit from AC vents (and a 65W charging port in top-spec petrol). 

The petrol version's 242-litre boot comfortably accommodates three cabin bags and a couple of backpacks. The CNG model's twin-cylinder setup reduces luggage space, though it can still swallow a cabin bag and a few smaller bags. Unlike the petrol variant, it misses out on a parcel shelf. A spare wheel is provided on both versions.

2026 Tata Tiago Features and Safety - 9/10

A major highlight of the update is the new electrical architecture derived from Tata's Alfa platform. Powered by a more capable processor, it unlocks several new features, including an excellent 360-degree camera and a blind-spot monitoring system that displays a live camera feed on the central touchscreen whenever the indicators are activated. While useful, the blind-spot display occupies the entire screen, which can become intrusive if you're simultaneously using navigation.

The range-topping Creative CNG variant comes equipped with auto-LED headlamps, a 10.25-inch touchscreen with wireless Android Auto and Apple CarPlay, a digital instrument cluster, automatic climate control, paddle shifters (on AMT variants), a rear wiper and washer, stylised wheels, a cooled glovebox, keyless entry, push-button start and a shark-fin antenna.

The top-spec Creative Plus petrol variant adds 15-inch alloy wheels, wireless charging, cruise control and fog lamps. Safety equipment includes six airbags, ABS with EBD, ESP, hill-start assist and rain-sensing wipers. The excellent Harman audio system from the previous model is no longer available. That said, the new six-speaker setup should satisfy most buyers. Adjustable rear head restraints and rear-seat load-cell sensors remain notable omissions.

The Pure variant, positioned one step above the base model, introduces Tata's clever BYOD (Bring Your Own Device) concept. It features a Bluetooth-enabled instrument cluster and two speakers, allowing users to pair their smartphone directly for calls and music streaming despite the absence of a central infotainment system.

2026 Tata Tiago Performance and Refinement - 7/10

The Tiago continues with its familiar 1.2-litre, three-cylinder naturally aspirated petrol engine producing 86hp and 113Nm. Refinement however, isn’t one of its strengths. At idle, the engine feels coarse and transmits noticeable vibrations into the cabin, although these are ironed out on the move. Noise levels are acceptable at lower revs, but as speeds rise, the characteristic three-cylinder thrum becomes increasingly prominent. In this regard, Maruti's three-cylinder engine remains the benchmark.

Performance, however, is perfectly adequate. The engine has enough punch for everyday driving, and as long as you're in the right gear, it doesn't require frequent downshifts to maintain momentum.

The new 5-speed manual gearbox is a welcome improvement. Shift throws feel shorter and the action more positive than before. While it still lacks the slickness of the Hyundai or Maruti gearboxes, it is noticeably better than the outgoing unit. The clutch is light and easy to modulate as well.

In CNG mode, the 1.2-litre engine produces 76hp and 97Nm. Although the figures appear modest on paper, real-world performance is more than sufficient for urban driving. Predictably, outright performance is slow, and even though it does a fair job of accelerating up to speeds of 80kph, quick overtakes at highway speeds will require planning.

Paired with the 5-speed AMT, it makes for a particularly user-friendly combination. The gearbox's shift logic is well calibrated, selecting gears intuitively based on throttle inputs and engine load. The steering-mounted paddle shifters are unlikely to see regular use, though they can be useful when preparing for an overtaking manoeuvre. Some jerkiness is evident during third-to-second downshifts while decelerating, but overall this AMT feels quite sorted.

For buyers seeking the convenience of an automatic with the low running costs of CNG, the Tiago CNG-AMT is a very compelling option.

2026 Tata Tiago Mileage and Efficiency - 8/10

While Tata is yet to reveal official fuel-efficiency figures for the updated model, our experience with the outgoing car suggests owners can expect over 13kpl in city driving and around 17kpl on the highway from the petrol-manual variant.

We also evaluated the CNG-AMT by running its twin 30-litre tanks empty before refilling them with 2 kilos of gas. Over a mixed city-and-highway cycle at an average speed of 47.8kph, the Tiago returned an impressive 33.33km/kg. As a result, users can expect a range of over 320km on a full CNG fill. 

Tata recommends driving the vehicle on petrol for around 10km after every 300km of CNG usage to help maintain fuel-system health and prolong engine life.

2026 Tata Tiago Ride Comfort and Handling - 8/10

Mechanically unchanged, the Tiago retains the same fundamentally sound ride and handling balance as before. The suspension feels slightly firm at low speeds, but never uncomfortable. The CNG variant, aided by its higher-profile tyres, rides with a touch more compliance than the petrol version fitted with 15-inch wheels.

Body control is excellent, and the Tiago feels planted and reassuring at highway speeds. The steering remains one of its strengths, being light in town, consistent in feel and progressively weighted as speeds increase. This inspires confidence behind the wheel. Strong braking performance further enhances the driving experience.

2026 Tata Tiago Value for Money - 8/10

Tata has done an impressive job with the 2026 Tiago. It remains a compact, easy-to-drive and economical hatchback, but one that now feels considerably more aspirational thanks to its modern styling, richer cabin and expanded feature list. 

The absence of adjustable rear head restraints and rear-seat load-cell sensors is disappointing, especially in an otherwise well-rounded package. Nonetheless, when judged on fitness for purpose, the Tiago continues to excel. This comprehensive update only strengthens its position as one of the most compelling hatchbacks in its segment.

Vietnamese carmaker Vinfast was quick to establish its presence in India with its two offerings – the VF6 and VF7 – and, over the past few months, has secured a spot among the top five bestselling EV manufacturers in the country. Both crossovers contribute almost equally to volumes, and in a recent interaction, Vinfast India CEO Tapan Kumar Ghosh credited strong design appeal, competitive pricing and ownership schemes aimed at lowering total cost of ownership for driving demand.

In this test, we examine the company’s flagship crossover in India, the VF7, which takes on rivals such as the Mahindra XEV 9e and Tata Harrier EV. It’s offered with two battery options – 59.8kWh and 70.8kWh. The smaller pack is paired with a single motor driving the front wheels, while the larger battery also gets a dual-motor, all-wheel-drive setup in higher variants. We put the top-spec dual-motor AWD version to the test to see how it performs in the real world.

Vinfast VF7 Design and Engineering – 7/10

Looks distinctive, but lacks the size and butch appeal of rivals.

In terms of dimensions, the Vinfast VF7 measures 4,550mm in length, 1,893mm in width and 1,596mm in height, making it smaller than both the Mahindra XEV 9 and Tata Harrier EV. However, its 2,840mm wheelbase is longer than its Indian rivals. It adopts a more crossover-like stance with a drooping nose and a sloping roofline, and as a result, the VF7 doesn’t look butch or imposing, adjectives which can be used to describe the Tata and Mahindra EVs.

That said, it’s full of interesting details. Up front, the V-shaped LED DRL – a common design element across Vinfast models – flanks the company’s logo. Gloss-black body cladding around the 19-inch black wheels and along the lower doors add to its crossover credentials, while the pinched C-pillar lends it a floating roof effect. The raked rear windscreen and roof spoiler look striking, and like the front, the LED light bar extends from the V logo at the rear.

Vinfast VF7 Interior space and comfort – 8/10

Richly appointed interior with a spacious cabin.

The VF7’s restrained luxury theme continues on the inside with a minimalistic cabin layout. First impressions are positive, with a richly appointed interior – the dashboard, door pads, seats and steering wheel are draped in vegan leather finished in a premium brown-and-black colour scheme. The touchscreen commands centre stage, with toggle switches beneath it for the drive selector. Underlining the car’s driver-centric focus, the screen is angled towards the driver, and the steering wheel and stalks appear reminiscent of certain BMW models. Some may find the steering diameter slightly small and the rim a touch too thick.

Fit and finish impress, and even though several hard plastics are used, overall material quality feels good. Taller drivers may need to set the seat to its lowest position and the steering wheel to its highest, else the wheel tends to brush against your thigh due to the high cabin floor. The powered front seats are comfortable, but there’s no lumbar adjustment, and some may find the seat base cushioning a bit excessive.

The back seat is spacious – headroom, knee room and legroom are adequate, but the raised floor means passengers will need to stretch their feet under the front seats for better comfort. The flat floor and bench make it reasonably accommodating for a third passenger. The high window line, however, eats into the cabin’s sense of airiness, especially in versions without the glass roof.

In terms of practicality, the front centre console houses cupholders, USB ports, a deep cubby, centre armrest and essential physical controls such as hazard lights, door lock/unlock and infotainment volume. There’s also a large storage shelf beneath the console, and the glovebox is generously sized. The door pockets have 1-litre bottle holders, but they’re too slim to hold much else. At the rear, you get AC vents, USB ports, seatback pockets, a fold-down armrest with cupholders, adjustable head restraints and three-point seatbelts for all occupants.

Boot space is rated at 537 litres (measured to the roof), and it can accommodate a fair amount of luggage. The rear seats can also be split-folded for additional space. However, the boot is quite shallow, and there’s neither a spare tyre nor a front trunk.

Vinfast VF7 Features and safety – 8/10

Well-equipped, but dependence on screen for basics isn’t ideal.

The Vinfast VF7 has scored five stars in Bharat NCAP for both adult and child occupant protection. Safety kit includes seven airbags (including a driver knee airbag), ESP, hill-start assist and ABS with EBD. It also gets ADAS features such as adaptive cruise control, lane centering, lane keep assist, blind-spot monitoring and high beam assist, among others. However, during our tests, the ADAS system behaved inconsistently – adaptive cruise control didn’t always slow down at a safe distance, and lane centering occasionally allowed the car to drift over lane markings.

‘Infinity’ variants get a full-sized panoramic glass roof, which floods the cabin with light – and heat. Since there’s no factory-fitted sunshade, the cabin gets extremely hot during summer, forcing the air-con to work harder, which will affect range. Our test car featured an aftermarket manual sunshade, which lacked the finesse of an OEM solution.

Users must rely on the 12.9-inch touchscreen for nearly every function, including mirror adjustments, climate control, drive modes, trip data, and even the speedometer. The interface itself is relatively straightforward and touch response is decent, but most functions require multiple presses, making it less intuitive. While it gets wireless Android Auto and Apple CarPlay, the 8-speaker audio system falls short of expectations at this price point.

Other features include 19-inch alloys, auto LED headlamps and wipers, a 360-degree camera, head-up display, electronic parking brake with auto hold, wireless charging, auto-dimming inside mirror and a powered tailgate. One feature notably missing is powered pop-out door handles. The manual flush-type handles are very inconvenient to use.

Vinfast VF7 Performance and refinement – 9/10

The quickest in its class, but a lot of road noise filters through.

In its most powerful guise, the 70.8kWh battery powers two motors that produce a combined 354hp and 500Nm. That’s 41hp more than the Harrier EV AWD (though with 4Nm less torque), and crucially, the VF7 is 117kg lighter, which makes it feel noticeably sprightlier. It gets three drive modes – Eco, Normal and Sport – which alter part-throttle response, though full-throttle performance remains unchanged.

The motors pull strongly throughout, and those who enjoy brisk acceleration will appreciate its sharp responses. The VF7 sprints from 0-100kph in just 6.03 seconds and goes on to a top speed of 178kph. Rolling acceleration is equally impressive – 20-80kph takes just 3.16 seconds, and 40-100kph is dispatched in 3.95 seconds. For the money, the VF7 AWD is among the most powerful and quickest EVs available.

Refinement is generally good, with negligible motor whine filtering into the cabin. However, road and tyre noise become noticeable at highway speeds.

Regenerative braking, though, is a bit peculiar. There are four modes – Off, Low, Medium and High – but deceleration in each feels relatively mild, and there’s no single-pedal mode. In practice, you’ll still need to use the brake pedal frequently, especially in Low and Medium settings. In our deceleration tests from 80-20kph, it took 636.14m/46.46s in Low, 308.11m/22.24s in Medium and 161.48m/11.73s in High.

For comparison, the Harrier EV slows from 80-20kph in 130.64m/8.89s in its strongest setting, and 161.42m/10.40s in its mid setting – similar to the VF7’s strongest mode. There’s also no quick access to regen levels via paddle shifters; like most functions, they must be selected through the touchscreen.

The brakes themselves inspire confidence. There’s a strong pedal bite, and this 2.2-tonner stopped from 80kph in an impressive 24.82 metres.

Vinfast VF7 Efficiency – 7/10

Respectable efficiency, but range falls short of 510km claim.

The smaller 59.6kWh battery pack is claimed to deliver 438km, while the larger 70.8kWh single-motor variant has a claimed range of 532km. The dual-motor version tested here has a claimed range of 510km. Interestingly, unlike the Harrier EV AWD, which gets a front induction motor and a permanent magnet synchronous motor (PMSM) at the rear, the VF7 has a PMSM on both axles – these are great for performance and acceleration; however, it doesn’t have the same free-spinning, low-drag advantage of an asynchronous secondary motor.

In our tests, however, the dual-motor version returned 5.10km/kWh in the city and 5.92km/kWh on the highway. Extrapolated, the city range works out to 361km, highway 419km, thus giving you a combined real-world range of 391km – well short of the company’s claim. We conducted the test in Eco mode; in the city, regen was set to ‘High’ with an average speed of 19.6kph, while on the highway, regen was set to ‘Low’ with an average speed of 55kph.

The VF7 uses a 400V electrical architecture with claimed DC fast charging speeds of up to 110kW and a 10-70 percent charge time of 28 minutes. However, when connected to a 180kW charger, it peaked at 95.5kW and charged from 20-80 percent in approximately 38 minutes. On an AC charger, speeds maxed out at 6.8kW, meaning a 20-80 percent charge will take around six and a half hours.

Vinfast VF7 Ride comfort and handling – 9/10

Surprisingly comfortable yet engaging to drive.

Ground clearance stands at 190mm (unladen), and the India-spec version rides on 245/50 R19 tyres – a more sensible choice for our conditions than the 20-inch wheels offered internationally. Right away, the ride quality impresses. The VF7 rides with a maturity and plushness reminiscent of some European models. There’s a hint of firmness at low speeds, but it rounds off sharp-edged potholes well without feeling crashy.

As speeds rise, the ride quality improves further. The VF7 feels stable at triple-digit speeds and recovers from dips and undulations confidently.

Users will also appreciate the relatively tight 11.2m turning circle. The steering feels direct and surprisingly pointy, inspiring confidence while cornering. The all-wheel-drive system further enhances grip, making the VF7 unexpectedly enjoyable to drive.

Vinfast VF7 Buying and owning – 9/10

Strong value and long warranty enhances its appeal.

The Vinfast VF7 range starts at Rs 21.89 lakh for the entry-level Earth version with the 59.6kWh battery and goes up to Rs 26.79 lakh for the Sky Infinity AWD tested here. The latter is Rs 2.20 lakh more affordable than a top-spec Harrier EV AWD, making it strong value for money. Like Tata, Vinfast sells a wallbox AC charger at an additional cost of around Rs 45,000.

The company is also offering three years of free maintenance, along with a 10-year vehicle and battery warranty. Buyers exchanging their ICE vehicles are eligible for additional incentives. There’s also a 75 percent buyback scheme after two years, or 55 percent after five years. Customers can either avail of free charging on Vinfast’s network or opt for an upfront cash benefit instead.

Vinfast VF7 Verdict – 8/10

Distinctive, quick and well-priced electric crossover that scores on performance, comfort and quality.

The Vinfast VF7 undercuts key rivals on price while delivering impressive performance, making it a strong value-for-money proposition. In AWD guise, it’s genuinely quick and surprisingly rewarding to drive, with mature road manners. The cabin feels plush, space is generous, and the feature list is fairly comprehensive too.

That said, the experience isn’t without its shortcomings. The heavy reliance on the touchscreen for basic functions, the lack of a factory-fitted sunshade, inconsistent ADAS performance, mild regenerative braking and below-average refinement all take some sheen off. Some buyers will be left wanting a stronger real-world range, which falls well short of the company’s 510km claim.

Even so, the VF7 stands out as a distinctive, quick and well-priced crossover that scores on performance, comfort and interior quality. Vinfast’s aggressive sales push and buyer incentives further enhance its appeal. If the brand irons out the usability quirks and improves range, the VF7 is a compelling alternative to the established Indian rivals.

The Honda City is the longest continuously running nameplate among mainstream cars in India and has defined the C-segment sedan for years. The current, fifth-gen model has been on sale for six years, and Honda has now given it a much-needed shot in the arm with a redesigned front fascia, updated interior and new features to keep it fresh amongst newer rivals.

2026 Honda City Hybrid Exterior Design and Engineering - 7/10

This isn’t the first facelift for this generation of the City, as Honda did roll out an update in 2023 too. Like earlier, there are no sheet-metal changes, but this time Honda has managed to give the City a dose of attitude with a much sportier-looking front end. There are sleeker LED projector headlights, connected by a light bar on higher variants, and it forgoes the thick chrome band in the front grille for a more discreet look. The grille itself is all-new and features a honeycomb-like pattern, while a new 2D Honda logo sits above it for a cleaner appearance. Lower down, the new bumper features functional air curtains on the outer edges in place of fog lamps.

The side profile remains largely unchanged, though the 16-inch alloy wheels get a new design and a dual-tone finish. At the rear, the tail-lights are now clear-lens units and have received a smoked-out effect, which furthers their sporty look. Rounding off the changes is a new rear bumper, which gets a faux diffuser element with a honeycomb grille in the centre and vertical reflector units along the edges. For 2026, there’s even a new Crystal Black paint shade that you see here. Other colour options include Lunar Silver, Obsidian Blue, Radiant Red, Platinum White and Meteoroid Grey. Overall, Honda has done a good job of upping the City’s sporty quotient, and it comes across as an attractive-looking sedan. 

2026 Honda City Hybrid Interior Space and Comfort - 8/10

Inside, the overall design remains largely the same, save for some different upholstery and trim elements. The City now gets an ivory and black theme instead of the beige and black theme, and while this does help the sense of space inside the cabin, the light-coloured seats will no doubt be hard to keep clean. The dashboard now features a silver, textured trim piece instead of the faux carbon-fibre element from earlier. The other big change is the larger 10.1-inch touchscreen on the dash, but we’ll get to that later.  

Not much has changed otherwise, but that isn’t a bad thing, as the City’s cabin remains well-appointed and certain bits still feel high-quality, like the climate control knobs that are satisfying to operate, the superbly executed part-digital instrument cluster, and the plush, comfortable seats. The accommodating front seats now feature ventilation and redesigned headrests, though electric adjustment is still missed. 

The rear seat remains a comfy place to be, with good legroom, a decent amount of headroom and the soft, sofa-like cushioning. You get a centre armrest with cupholders, dedicated AC vents, Type-C charging ports and a sunshade for the rear windscreen. Sunshades for the windows would have been nice to see, however, and rear headrests are still not adjustable.

The boot is 506 litres on the petrol version, although the hybrid offers considerably less space due to the position of the lithium-ion battery under the floor. What’s nice, though, is that you still get a space-saver spare tyre. 

2026 Honda City Hybrid Features and Safety - 7/10

As for features, there are three main additions. The City now features ventilated front seats, which proved to be effective on our hot shoot day. Next is a 360-degree parking camera, but while it’s a nice addition, the resolution and graphics are simply too low-resolution, and it even glitched a few times on our drive, refusing to show the feed from the front camera or to engage at all. 

Then there’s the new, free-standing 10.1-inch touchscreen. It’s angled too sharply and is not bright enough, even at its brightest setting. As such, it picks up reflections too easily, and most of the information is not legible during the day. This was an issue with the older unit too, and it’s disappointing that Honda hasn’t fixed this with the update. The user interface, too, feels rather basic in both design and functionality and doesn’t operate as slickly as newer systems at this price point.

Other than that, the feature set remains the same, with an 8-speaker sound system, ambient lighting, wireless Apple CarPlay and Android Auto, a wireless phone charging pad, connected car tech, a sunroof, an electronic parking brake and a rear windscreen sunblind. Features like powered front seats and a branded audio system would have sweetened the deal, though.

The City’s safety kit includes the lane-watch camera, hill-start assist, 6 airbags and an ADAS suite, which includes lane-keep assist, adaptive cruise control, collision avoidance, and more, just like earlier. On our brief test drive, we didn’t get a chance to extensively test the ADAS features, but they worked as intended.

2026 Honda City Hybrid Performance and Refinement - 7/10

The Honda City remains mechanically unchanged, so it continues with the tried-and-tested 121hp, 1.5-litre, four-cylinder, naturally aspirated petrol engine that can be had with either a 6-speed manual or a CVT automatic. However, we didn’t get to drive either.

Instead, we got to drive the other powertrain option, which is the ‘e:HEV’, or strong hybrid – the only one of its kind in this segment. This comprises a 1.5-litre Atkinson cycle petrol engine and two electric motors – a 109hp traction motor that draws power from the secondary lithium-ion battery to power the wheels, and a 95hp motor-generator that charges the battery using the petrol engine. Total system output stands at 126hp and 253Nm, and it comes mated to an e-CVT automatic gearbox.  

The hybrid’s intelligent system automatically toggles between its three drive modes – Electric, Hybrid and Engine – based on various parameters like the vehicle speed, road angle and throttle response, among other things. The system has been calibrated to remain in full EV mode as much as possible, so long as the battery has enough charge. Even at traffic lights or while idling, it mainly draws energy from the lithium-ion battery, so you’re sitting in a cool cabin with the air-con running normally, and the car will not waste fuel like a regular ICE vehicle. In Hybrid mode, the power is supplied by the motor and the engine in tandem. And when the battery is out of charge, the system will switch to Direct-Drive mode, where the engine powers the wheels, while the generator simultaneously charges the lithium-ion battery. The entire system is cleverly engineered, and there’s even a nifty power-flow graphic in the cluster, which shows you the hybrid system in action. 

The transition between the modes is seamless, the engine is refined and vibe free, and, in addition to being far more responsive than the standard petrol, thanks to the electric assist, it offers excellent real-world efficiency. It’s worth noting that you can’t manually toggle between the modes.

2026 Honda City Hybrid Mileage and Efficiency - 8/10

Honda claims an efficiency of 27.26kpl for the City hybrid. Our brief test drive meant we weren’t able to put it through our instrumented real-world mileage test, but the MID did display around 20kpl for the majority of our drive, which is impressive. Meanwhile, the City 1.5 petrol has a claimed mileage of 17.77kpl with the 6-speed manual gearbox and 17.97kpl with the CVT automatic.

Ride Comfort and Handling - 8/10

As before, the City feels reassuring and composed from behind the wheel, with a ride that smoothens out broken roads with an impressive level of sophistication. High-speed stability is solid, and paired with well-weighted steering and predictable handling, there’s proper fun to be had on a spirited drive along a winding road. That said, refinement could have been better. Engine and road noise filter into the cabin more than you’d expect, which slightly takes away from the otherwise polished driving experience.

2026 Honda City Hybrid Value for Money - 6/10

The 2026 City facelift is priced from Rs 12 lakh for the base SV petrol manual, and up to Rs 21 lakh (introductory, ex-showroom) for the range-topping ZX+ hybrid you see here. While the starting price remains the same as before, the top-spec petrol-CVT variant now costs Rs 1.08 lakh more, and the City e:HEV also sees a price hike of Rs 1 lakh. Considering how incremental the changes are, the price hike is hard to digest.

As before, the Honda City’s strengths remain – a spacious and comfy cabin, user-friendly controls, a smooth and efficient hybrid powertrain, and the peace of mind associated with Honda ownership. The sportier styling and added features also do their bit to make the City feel more contemporary. The new touchscreen and 360-degree camera should’ve been of a higher quality, and Honda could’ve even used this opportunity to pack in some more features to one-up the competition. However, for those looking for a reliable, efficient, comfortable and fuss-free sedan, the Honda City still represents a good option.

Mercedes-Benz is on something of a portfolio-expansion spree in India, with 12 new model introductions planned for 2026 alone, and the GLC 53 Coupe is one of the chapters in that story. Expected here sometime in early 2027, it steps in to replace the AMG GLC 43, a car that sold modestly, finding around 140 buyers last year. 

Mercedes GLC 53 Coupe Design and Engineering

The thing is, the coupe-SUV body style has never been mainstream. It’s an acquired taste, one that appeals to buyers who want their SUV to look and feel a little more special. The GLC 53 should resonate strongly with exactly that audience, except this time, it arrives with a far more interesting powertrain and considerably more character than the car it replaces, thereby correcting what is considered one of AMG’s biggest missteps, the unloved 2.0-litre four-cylinder.

Mercedes GLC 53 Coupe Performance and Refinement

Under the bonnet of the AMG GLC 53 sits what enthusiasts had been asking for all along, a proper six-cylinder engine. And honestly, that changes everything. This latest GLC 53 gets AMG’s updated 3.0-litre inline-six M256 EVO, paired with mild-hybrid assistance. On paper, it makes 449hp, which is already more than enough for Indian conditions, but the real story isn’t the outright performance. It’s the character, the richness and the sense of occasion that only a six-cylinder can deliver.

Driving it around Hamburg, what struck me almost immediately was the throttle response. Even just trickling through traffic, this two-tonne car feels alert and eager, and it has an underlying muscle that’s always ready to be flexed. AMG says the engine has been heavily revised with a larger e-turbocharger, improved intake and exhaust routing, along with a new intercooler setup, and you can genuinely feel the difference. The throttle response is sharp, immediate and wonderfully linear.

But what impresses most is the soundtrack. Modern emissions norms have made life incredibly difficult for high-performance engines, especially in Europe, where sound regulations are now very restrictive. Yet, AMG has somehow managed to inject genuine emotion back into this car. In Sport and Sport+ modes, the GLC 53 comes alive with a deep, throaty growl followed by crackles and pops on the overrun that feel wonderfully old-school AMG. You don’t even need to be driving flat out to enjoy it. A short burst down an Autobahn slip road is enough to unleash the full theatre. And it’s this aural drama that makes all the difference.

The previous generation of four-cylinder AMG models, however technically impressive, always felt like they were missing something emotionally. They were fast, sometimes absurdly so, but lacked the character buyers expect from an AMG. This straight-six brings that back. There’s a smoothness and depth to the power delivery that simply suits a car like this far better.

Mercedes GLC 53 Coupe Ride Comfort and Handling

Once out on the Autobahn, the rest of the package starts to make sense, too. Rear-wheel steering gives it surprising agility for an SUV; the steering itself is hyper-alert in typical AMG fashion, and the all-wheel-drive system gives you a lot of assurance. There’s also an electronic rear differential and, amusingly, even a Drift Mode as part of the Dynamic Plus Package. Yes, Drift Mode in a midsize luxury SUV!  

AMG clearly wants these 53 models to feel more emotional and playful than before and, to be fair, it works. The GLC 53 Coupe feels far more alive than many modern performance SUVs, which, despite their enormous speed, can often feel clinically effective rather than genuinely exciting.

If there is one concern for India, though, it is the ride quality. Even on reasonably smooth German roads, the AMG GLC 53 feels firm. Around town, there’s a noticeable jiggliness to the suspension, and sharper edges do make themselves felt inside the cabin. Indian roads have a habit of exposing overly stiff suspension setups very quickly, and expansion joints, broken surfaces and sharp potholes could make this feel quite busy in everyday use, especially on the large wheels and low-profile tyres the India-spec car is likely to get.

It’s something Mercedes will need to carefully calibrate for our market because while buyers here increasingly want sporty SUVs, they still expect a degree of comfort from a luxury car costing this much.

Mercedes GLC 53 Coupe Interior Space and Comfort

The cabin strikes a good balance between sporty and luxurious. The seats are comfortable, the driving position is spot on, and the chunky AMG steering wheel feels great to grip. The GLC 53 doesn’t get the latest MB.OS software that is being rolled out across the brand’s newer models, but for a car this focused on driving, you probably won’t lose much sleep over it. That said, it also means the fiddly swipe controls on the steering wheel remain – something Mercedes really can’t phase out fast enough.

Despite the sloping roofline, the rear seat isn’t quite the hardship you might expect. Headroom and legroom are decent enough for my 5ft 6in frame. But space aside, the back seat isn’t really where you want to be. The combination of the massive front headrests, narrow rear windows and the way this car eggs the driver on means rear passengers may well need easy access to the airsickness bags tucked away in those large door bins.

GLC 53 Coupe Expected Price and Verdict 

As an overall package, the GLC 53 Coupe feels incredibly well-judged. It’s fast without being intimidating, practical without looking boring and, most importantly, it has personality again. In many ways, this six-cylinder AMG formula feels exactly right for India. Enough performance to thrill, enough usability to justify driving every day, and enough drama to make every tunnel, flyover and empty stretch of highway feel like an occasion.

As for pricing, the GLC 53 is expected to arrive as a CKD (completely knocked down) model, which should theoretically result in substantial savings in customs duties compared to the fully imported outgoing AMG GLC 43. However, much of that advantage could be eroded by the weakening rupee and rising import costs. So despite being locally assembled, the GLC 53 could still end up priced marginally higher than the car it replaces, at around Rs 1.3 crore. But that won’t dent its appeal. Because in a world increasingly dominated by electrification and complexity, that glorious straight-six is the biggest selling point of all.

The Maserati GranTurismo promises to blend everyday usability with serious performance, but is it a proper grand tourer like its name suggests? 

Priced from Rs 2.54 crore for the 490hp Modena, the GranTurismo is the entry point into Maserati's sports car range and is available as a coupé or convertible, with twin-turbo V6 or all-electric powertrain options. Here, we get behind the wheel of the 550hp V6 Trofeo to see what it’s all about. 

Maserati GranTurismo Trofeo exterior design and engineering - 9/10

The second-gen GranTurismo is clearly an evolution of the original, retaining its classic long-bonnet, short-rear proportions. The first gen was a looker, and this one carries forward that appeal, with a face reminiscent of the brand’s flagship supercar, the MCPura. Vertically oriented headlights flank a traditional, snout-like grille that proudly wears the Trident emblem.

Sculpted fenders, flowing body lines and the sleek coupé roofline ending in a stubby boot come together cohesively. The boot lid integrates a subtle lip spoiler, while the slim tail-lights borrow cues from the MCPura. 

Quad exhaust tips and striking multi-spoke wheels complete the sporty look. The staggered tyre setup – 265/30 ZR20 at the front and 295/30 ZR21 at the rear – further underlines its performance intent.

Maserati GranTurismo Trofeo interior space and comfort - 8/10

The GranTurismo’s cabin has moved with the times into the digital age. You get a digital instrument cluster, a large central touchscreen, a secondary touch panel for climate control and a configurable digital clock that doubles up as a G meter, compass, and more. It looks modern, though purists will miss the analogue dials, classic clock and tactile switchgear of old.

Thankfully, some physical elements remain. The rotary drive-mode selector feels special, and the column-mounted aluminium paddle shifters are beautifully made. Carbon-fibre trim and intricately detailed speaker grilles add a sense of occasion, and if the red leather is too loud for you, there’s a multitude of other options.

That said, the cabin doesn’t quite match expectations at this price. The touchscreen is fiddly and occasionally slow, some switchgear lacks satisfying tactility, and overall material quality falls short of what you’d expect in a car costing upwards of Rs 2.7 crore.

The seats, however, are excellent. They’re ventilated, offer ample adjustment and are extremely comfortable. Storage is limited for a GT: door bins won’t hold large bottles, cupholders are shallow, and the glovebox and centre console are on the smaller side.

Rear seats are usable for adults on shorter journeys. There’s adequate knee and headroom for all but the tallest passengers, and while the glass area is small, the sloping rear windscreen lets in enough light to avoid a claustrophobic feel. Rear occupants also get AC vents, cupholders, charging ports and a ski hatch for access to the boot.

Maserati GranTurismo Trofeo features and safety - 8/10

This version gets multiple screens for the instrument cluster, infotainment and climate control. Frameless windows, powered, heated and ventilated seats, air suspension, drive modes, column-mounted paddle shifters and a Sonus Faber sound system are standard. Optional packages add kit like ADAS, surround-view camera, digital inside rear-view mirror, powered tailgate and wireless charging.

Maserati GranTurismo Trofeo performance and refinement - 9/10

The bad news first – there’s no V8 anymore. Instead, the GranTurismo uses Maserati’s in-house 3.0-litre twin-turbo V6 ‘Nettuno’ engine. But right off the bat, there’s a lot to love – the V6 sounds delightful, and the pops and crackles from the exhaust lend it a distinctive character.

Interestingly, this engine produces 630hp in the MC20, but it’s detuned to 550hp in the Trofeo. Performance is still anything but lacking. Maserati claims a 0-100kph time of 3.5 seconds; in our tests, it managed 4.1 seconds and hit 160kph in roughly 9 seconds. The 650Nm of torque comes through with a sledgehammer-like whack, and the GranTurismo builds pace relentlessly, feeling deceptively quick.

The 8-speed automatic complements the engine well, especially when driven hard, delivering quick, responsive shifts. A manual mode gives full control, though the fixed column-mounted paddle shifters aren’t ideal for track driving.

Drive modes significantly alter its character. Comfort and GT modes make it relaxed and easygoing, though downshifts can feel slow, often prompting manual intervention. Switch to the sportier settings, and the car sharpens noticeably – throttle responses improve, suspension tightens, gearbox logic becomes more aggressive, and the exhaust note grows more engaging.

Maserati GranTurismo Trofeo ride comfort and handling - 8/10

For a performance-focused GT, ride quality on its air suspension feels surprisingly forgiving, especially in Comfort and GT modes. There’s a welcome pliancy that suits Indian roads, though the low-profile tyres and limited ground clearance mean caution is required over potholes and speed breakers. A lift function helps matters to some extent.

You can independently adjust suspension stiffness regardless of drive mode, allowing you to mix comfort and sportiness depending on preference.

While all-wheel-drive systems have a tendency to make a car understeer, the GranTurismo feels surprisingly playful. Select Corsa mode and the ESP is switched off by default, allowing this AWD coupé to behave almost like a rear-wheel-drive machine, willing to step out when pushed hard.

Despite its 1.8-tonne kerb weight, the GranTurismo feels surprisingly agile. Turn-in is sharp, direction changes are quick, and it feels smaller than its size suggests. Braking performance is equally impressive, inspiring confidence at high speeds.

Maserati GranTurismo Trofeo price and verdict - 8/10

At Rs 2.7 crore for the Trofeo, the GranTurismo caters to a niche segment. While it might appear expensive at first, it is priced similarly to rivals such as the Porsche 911 GTS and Mercedes-AMG GT. For the price, however, one of the biggest gripes is the interior, which lacks the quality and finesse of its German rivals.

But like all Maseratis, the GranTurismo is about exclusivity, emotional appeal and road presence – and it delivers all three. Add genuinely impressive performance and excellent driving manners, and the GranTurismo will appeal to buyers who want something distinctive rather than the obvious choice.

While the Hyundai Venue is available with three engine options – a 1.2-litre petrol, a 1.0-litre turbo-petrol and a 1.5-litre diesel – it’s the humble naturally aspirated 1.2 petrol that forms the backbone of the range, accounting for a massive 63 percent of total sales. Interestingly, this is despite it being offered in limited variants and without the option of an automatic gearbox. So what exactly makes this version of the Venue such a strong seller? We finally got our hands on one to find out.  

Hyundai Venue 1.2 petrol performance and refinement – 8/10

Powering the Venue is the familiar 83hp/115Nm, four-cylinder, 1.2-litre naturally aspirated petrol engine that also does duty in Hyundai’s smaller offerings like the Grand i10 Nios, Aura, Exter and i20. Typically Hyundai, this engine feels exceptionally smooth and refined, and the company has done a commendable job with insulation levels too. 

What stands out most is its responsiveness at part throttle. In everyday driving conditions, performance feels perfectly adequate and, more importantly, extremely easy to live with. The Venue HX5 weighs 1,127kg, making it 130-150kg heavier than the Grand i10 Nios and Exter. Hyundai has compensated with shorter gearing, and the payoff is impressive drivability. In fact, its rolling acceleration times from 20-80kph in third gear and 40-100kph in fourth are actually better than its smaller siblings. 

For the vast majority of buyers, this engine will do the job just fine. That said, outright performance isn’t particularly exciting. Push harder and rev it out, and the engine starts to feel breathless at the top end. Power delivery tapers noticeably beyond 5,000rpm, progress slows, and the engine note becomes a bit boomy. Enthusiastic drivers will certainly want more punch, and for them, the turbo-petrol remains the better choice. 

The 5-speed manual gearbox is the familiar Hyundai unit – slick-shifting, light to operate and paired with an easy clutch. Altogether, it makes the Venue an effortless and stress-free car to drive in traffic.

Hyundai Venue 1.2 petrol fuel efficiency – 7/10

Hyundai claims the Venue 1.2 petrol manual can deliver 18.05kpl. In our real-world tests, it returned 10.7kpl in the city and 14.9kpl on the highway.

Those are respectable numbers, especially when you consider two things. One, there’s no auto engine stop-start system to help save fuel while idling. And two, thanks to the shorter gearing, the engine is spinning fairly high at cruising speeds. To put things into perspective, at 100kph in fifth gear, the engine sits at around 3,200rpm, which is quite high for relaxed highway cruising. 

Hyundai Venue 1.2 petrol ride comfort and handling – 7/10

The Venue’s steering is very light, which makes manoeuvring it around the city an absolute breeze. Unfortunately, it remains consistently light even at higher speeds and, as a result, doesn’t inspire as much confidence on the highway. Handling itself is predictable and neutral – exactly what you’d expect from a city-friendly family compact SUV.

Ride quality is good too, and interestingly, this 15-inch wheel-equipped variant rides slightly better than the higher trims with 16-inch wheels. It absorbs sharp potholes without sending harsh thuds into the cabin. That said, when it comes to overall ride and handling sophistication, rivals like the Maruti Suzuki Brezza, Tata Nexon, Mahindra XUV 3XO, and even the Skoda Kylaq feel more solid underneath and, overall, better balanced. 

Hyundai Venue 1.2 petrol exterior design – 7/10

In mid-spec form, the Venue almost appears hatchback-like due to the absence of roof rails, which take away some of that visual height and SUV stance. The 195/65 R15 tyres also don’t fill the wheel arches quite as nicely as the chunkier 215/60 R16s available on the turbo-petrol and diesel variants. Interestingly, none of the 1.2 petrol variants get alloy wheels – 15-inch steel wheels with plastic covers are standard across the range.

That said, other design elements such as the oversized L-shaped LED DRLs, contrasting silver C-pillar garnish, body cladding, shark-fin antenna and connected tail-lamps add character to the styling. Even so, the second-generation Venue’s edgy design language will continue to divide opinions. 

Hyundai Venue 1.2 petrol interior space and comfort – 8/10

Despite not growing significantly in size, the Venue’s cabin gives off a surprisingly big-car feel. A large part of that comes down to the dual-tone colour scheme and the clever use of light grey and black. Hyundai has also sensibly finished the seat base and regular touch points in black, making the cabin easier to keep clean over time. 

From behind the wheel, you sit nice and high. Outward visibility is excellent, and the visible bonnet further adds to that commanding SUV-like driving experience. 

The curved housing for the touchscreen and digital instrument cluster also elevates the cabin’s premium appeal. Appreciably, Hyundai has retained plenty of physical buttons and knobs, while thoughtfully designed storage spaces add to the practicality quotient.

Seat comfort in both rows is largely good, and while cabin and boot space are generous, they’re broadly in line with what rivals offer.

Hyundai Venue 1.2 petrol features and safety – 8/10

Our test car was the mid-spec HX5 variant, and it covers all the essentials while adding a fair bit more. Equipment includes projector headlamps, a sunroof, digital instrument cluster, wireless Android Auto and Apple CarPlay, keyless entry and go, auto-folding mirrors, tyre pressure monitoring system, rear-view camera, ESP and six airbags. At Rs 9.5 lakh, this variant certainly feels well-equipped for the money.

Some notable omissions at this price point include alloy wheels, roof rails, one-touch down function for the driver’s window, wireless charging, rear wiper and washer, and ventilated seats – some of which are available in higher 1.2 variants.

Hyundai Venue 1.2 petrol price and verdict – 8/10

Viewed against its rivals, the Venue doesn’t come across as exceptional value. The 1.2 petrol range is priced between Rs 8 lakh and Rs 10.88 lakh, and for similar money, rivals like the Tata Nexon, Skoda Kylaq and Mahindra XUV 3XO offer turbo-petrol engines paired with 6-speed manual gearboxes. Not only are they noticeably quicker, but they’re also more engaging to drive.

For many buyers, the absence of an automatic option with this engine could also be a deal-breaker. A smooth CVT, like the one offered in the Hyundai i20, would certainly have broadened the Venue 1.2’s appeal.

But step back and look at the bigger picture, and the Venue 1.2 has its own appeal. It ticks nearly every box most buyers care about – it’s easy to drive, the 1.2-litre engine is smooth, refined and surprisingly drivable, the cabin feels premium yet practical, and as always with Hyundai, the features list is generous. Add Hyundai’s widespread service and support network into the mix, and the Venue’s case becomes even stronger. As a city-friendly family compact SUV, it’s genuinely hard to fault.