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.  

We've reviewed the Renault Duster with its 163hp, 1.3-litre turbo petrol engine in the past. In this video review, we experience the entry-level 1.0-litre turbo-petrol engine and tell you why it could be a crowd favourite. 

The Tata Tiago EV has received a comprehensive update for 2026, bringing revised styling, a refreshed cabin, more features and significantly faster charging. While the battery packs remain unchanged, Tata claims charging times have nearly been halved. We drive the updated Tiago EV in Bengaluru and put its new fast-charging capability to the test to see if it remains one of India's most compelling affordable electric cars.

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.

Our new long-termer is something of a contrarian. In a world pivoting to SUVs and embracing new-energy powertrains, Mercedes-Benz has cocked a snook at convention (and its rivals) with a sedan powered by only petrol and diesel engines that has emerged as India’s bestselling luxury car. Ahead of the BMW iX1, which is both an SUV and electric. This is the E-Class, confident in its own shiny skin, secure in knowing exactly what its customers value. That confidence is reflected in its phenomenal appeal, and after a few weeks with our long-termer, it’s not hard to understand why.

Our long-termer is the E220d, powered by Mercedes’ 2.0-litre four-cylinder diesel producing 194bhp and 440Nm, now paired with a 48-volt mild-hybrid system, which includes a 17kW integrated starter-generator that can contribute up to 27PS of boost for short bursts. It’s not a full hybrid; think of it more as a sophisticated electrical assistant that smoothens out the powertrain’s rougher edges and improves efficiency. To get properly acquainted, I whisked it away for a quiet weekend to Mahabaleshwar. Quiet being the operative word.

Switch on the E220d and close your eyes. You’d be hard-pressed to identify it as an oil-burner. The refinement is, frankly, shocking. There’s no diesel clatter at idle, no thrum at speed, no drone near the redline. The only giveaway is a modest 4,500rpm ceiling on the tacho. In every other sense, the smoothness, linearity of delivery, and noise levels make it feel uncannily petrol-like. It’s a reminder of just how extraordinarily far Mercedes has pushed diesel refinement, particularly for a four-cylinder unit. This engine would embarrass many a six-pot.

The mild-hybrid assist does its job quietly and unobtrusively, exactly as it should. You don’t feel it intervening so much as notice its absence on the rare occasion it isn’t. The transitions in and out of the starter-generator’s assistance are seamless, and it takes the jagged edge off urban stop-start driving in a way that older diesels simply couldn’t.

What you won’t find, however, is that addictive, locomotive mid-range surge that once made diesel cars so characterful. Modern emissions hardware like SCR catalysts, AdBlue injection and particulate filters has smoothened the power curve to the point of near-flatness, and the mild-hybrid assist completes that smoothening job. Speaking of AdBlue, the top-up alert that came on is a reminder that modern diesels are essentially rolling chemistry labs, neutralising NOx emissions on the fly. The price of clean air is complexity.

The E220d is genuinely brisk, but it doesn’t feel urgent. It wafts past slow-moving trucks on NH66 rather than blasting through gaps. Effortless is the word, but occasionally, you want it to be more forceful. On the many single-lane stretches of NH66 – a sign of how catastrophically unfinished this so-called national highway remains – a brutal, more characterful diesel shove would be welcome.

NH66 is, without exaggeration, the worst major highway I have driven on in India. Badly surfaced, perpetually incomplete, riddled with abrupt transitions between concrete and tarmac. It is, therefore, a superb acid test.

The E-Class passed with flying colours. On those undulating concrete slabs, the suspension absorbed inputs with a composure that bordered on magical; soft enough to feel pillowy on the straight-line slogs, yet controlled enough in body movement to feel entirely unruffled. That is the hardest balance to strike in suspension tuning, and Mercedes has nailed it here with steel springs and finely calibrated damping that mimics the waft of air suspension without the cost or complexity. The roadworks outside our Mumbai office – broken tarmac, deep ruts, misaligned surfaces – show off the E-Class’ suspension brilliance on a daily basis. The E220d mashes through it all with almost contemptuous ease. The E-Class has the best ride quality of any Mercedes this side of the S-Class, and is proof that sedans remain superior to SUVs in this regard.

The equivalent GLE, for reference, feels hard-edged and bumpy in comparison.

The run from Mahabaleshwar back to the Autocar HQ took a very swift 3 hours and 7 minutes, averaging 70kph, not counting a 20-minute halt at Pantree near Karnala for misal pav. Some stops are non-negotiable! The point is, the E-Class devoured the return journey with the kind of effortless, intergalactic cruising ability that makes long distances feel inconsequential.

The Ambenali ghat section delivered a surprise. Through those narrow, tight, elevation-shifting corners, the E220d displayed an agility that you simply don’t expect from a long-wheelbase luxury sedan.

Rear legroom is fantastic, but it wasn’t me who put the abundance of legroom to good use – it was my luggage. I don’t like my bags flying around the back of the boot, so I preferred wedging them behind the front seats. Now that’s what I call making good use of the extra legroom!

The hard-charging return drive hurt the numbers. For a diesel, 10.7kpl is modest, and clearly the mild-hybrid assist, which is calibrated more for smooth urban efficiency than hard highway charging, made little difference. A more relaxed right foot will do considerably better.

One persistent niggle remains. The steering-mounted touch controls remain frustratingly unresponsive, a grouse we’ve levelled at Mercedes for years, and one they’ve thankfully addressed in their newest-generation models.

The E220d makes no apologies for being old-fashioned in the best possible sense. It’s a sedan, it has a diesel engine with just enough electrification to sharpen its efficiency credentials, and it is magnificent at being all three. The bestseller badge is entirely deserved.

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.

The 2026 Tata Tiago is thoroughly updated inside and out.

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.

This is the long termer that elicits more long stares than anything in recent memory. Motorists at signals turn around and stare at the high bonnet, the deep-set headlights, the wide stance, and the chunky off-road tyres. And there’s no denying, the Rubicon has tons and tons of effortless attitude or swag. Even better, all the bravado is backed up with real ability. The great, great, great grandson of the off-roader that started it all – the Willys MB – the Rubicon is one of the more extreme versions of the current Wrangler. The question is, does it feel like a fish out of water in the urban sprawl? Or does it have a good balance of crazy-cool?

First up, what exactly do we have here? It’s a Wrangler, so it’s fair to call it one of the world’s best off-roaders. This means a body-on-frame construction, selectable four-wheel drive, locking differentials, anti-roll bars that can be disconnected for better wheel articulation and a dedicated off-road plus mode that optimises the vehicle in various conditions. Under the hood sits a petrol two-litre turbo four that puts out plenty of grunt. It makes an impressive 270hp and 400Nm of torque – more than the VW Golf GTI does from its own two-litre four. It even gets tougher, with uprated Dana 44 solid axles at both the front and rear. 

Talking dimensions, it’s almost two metres wide, has a seriously tall cabin and gets unique powered seats up front, with switches and motors that can even be submerged. And yeah, you can take the roof off, get rid of the doors, and even open out the entire rear section. To allow you easy ingress to the high cabin, this car also gets a JCBL-sourced electrically folding footstep… a massive boon.

Now understandably, in the city, all of this feels like overkill. Sort of like using a chainsaw to slice a loaf of bread, driving it on city streets initially feels like you are piloting a military-spec vehicle that wants to take U-turns over dividers. And, sat high on wide, arthropod-like limbs, the Rubicon feels like it wants to scale every traffic island and obstacle in its path. 

What you also have to get used to, and it takes a bit, is the almost two-metre width and the fact that the plastic-fendered wheel arches extend well past the bonnet. And then every time I get onto one of Mumbai’s open roads or intra-city freeways and hit around 90 or 100kph, it feels like a swarm of bees is on my tail. Believe me, I know the sound. Then there’s the fact that there isn’t much space in the back, the seats are low, and knock the roof above you or the one at the rear, and you realise they are made of fiberglass-reinforced plastic.

Now, with so many compromises to overcome, you’d think the Wrangler Rubicon would be poorly suited to the daily grind. Thing is, it isn’t so bad. First up, visibility is just fantastic, and you have a bird’s-eye view of the goings-on outside. Then, the engine really hits the spot. It delivers a nice, meaty shove above 2,500rpm, giving it tremendous agility. Tap the throttle once it is at these engine speeds, and it just shoots forward. Then the steering is nicely weighted and fluid, and the leather front seats are comfortable. 

It even rides superbly, the tyres and suspension both super absorbent and well damped. Secondary movements, as a result, remain very controlled, even over really bad sections. Tired of having to deal with bad roads, potholes and broken sections of tarmac, this is the antidote. You can fling it over just about anything, and the suspension and tyres will deal with all the blows, the chassis almost never getting tossed around. 

But the best bit, it makes you want to go out and drive trails and reach places you normally can’t access. Something we can’t resist doing; coming up next.