autoX - founded autoX in 2006 with little clue of what lay ahead. Driven by a passion for anything on four wheels and a stubborn will to succeed, he moulded a team as pig-headed

As a child, I could never find space to put up posters of beautiful cars and motorcycles in my bedroom. So, as an adult, I decided to make a living out of spending time with them in person. Having been on both sides of the camera, I strive to display our emotions about automobiles in the best way possible. I also love building PCs and keeping up with the happenings in the world of technology.

<p>Whenever you get to keep a car for a couple of months, parting ways is always difficult. But as they say, all good things must come to an end – and so does my time with the Skoda Kylaq. I have come to appreciate the phenomenal ride quality and handling. It has been a great companion for city drives, negotiating tight spaces with ease, absorbing potholes, and keeping me engaged for many kilometres. Even at night, the LED lamps did an excellent job illuminating the road ahead.</p>
<p>As with most cars, the Kylaq has its share of niggles. The one that has irked me most is the sudden jolt when the turbo spools. Despite careful accelerator modulation in slow-moving traffic, it can catch you off guard and launch the car forward like a slingshot. Otherwise, the Kylaq is fairly linear and predictable across the rest of the rev range. The automatic start/stop feature is also not ideal. It tends to shut off the engine even during brief halts in stop-and-go traffic. The system could benefit from a slight delay before putting the engine to rest. I usually drive with the feature turned off.</p>
<p>Having driven the Kylaq more aggressively over the past month, and with other team members piloting it for short periods, the fuel efficiency figures were slightly lower than usual. I managed around 10.5km/l, which isn’t bad. Fortunately, a few early-morning highway runs helped improve that figure.</p>
<p>Skoda has truly built a car that performs well on Indian roads without being heavy on the wallet. As such, I have already recommended it to several buyers in their late 20s and early 30s. </p>
<p>[tabs]</p>

<p>[tab title="<strong>LOGBOOK</strong>"]</p>

<p><strong>When it came:</strong> June 2025</p>
<p> <strong>Current odo reading:</strong> 18,781km</p>
<p><strong>Mileage this month:</strong> 237km</p>
<p><strong>Fuel efficiency:</strong> 10.5km/l</p>
<p><strong>What’s good:</strong> Ride quality</p>
<p><strong>What’s not:</strong> Idle start/stop calibration</p>

<p>[/tab]</p>

<p>[/tabs]</p>


Skoda Kylaq Long Term Report: End of Term - Goodbye, For Now

Whenever you get to keep a car for a couple of months, parting ways is always difficult. But as they say, all good things must come to an end – and so does my time with the Skoda Kylaq. I have come to appreciate the phenomenal ride quality and handling.

<p>I was really impressed by the Realme GT 7 Dream Edition when I got my hands on it a few months ago. It wasn’t just a great device in its own right but also an amazing collectable for F1 enthusiasts – all without costing a fortune. So, my excitement levels were understandably high when I got the opportunity to use the GT 8 Pro Dream Edition – a result of another collaboration between Realme and the Aston Martin Aramco Formula 1 Team. That said, the new device demands a considerable premium – it costs Rs 79,999, to be precise. So, the question is: does the GT 8 Pro Dream Edition offer the same value for F1 fans that its predecessor did, and, most importantly, does it justify its asking price? Well, let’s find out!</p>

      
    
<h2>Realme GT 8 Pro Dream Edition Design and Build Quality</h2>

<p>Like the GT 7 Dream Edition, its successor is also finished in the distinct Lime Essence colour of the Aston Martin F1 team. The overall fit and finish are immaculate, and it feels premium and comfortable to hold. The airflow pattern on the rear panel is noticeably more subtle this time. That said, I was a bit disappointed to find no special booklet in the box this time. Yes, you still get the F1 car-shaped SIM ejector, but that’s about it – there are no other special edition extras in the box.</p>

<p>One of the more interesting design elements on the GT 8 Pro Dream Edition – and also the regular GT 8 Pro – is the interchangeable camera island.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/01/Realme-GT-8-Dream-Edition-Cover-1768213390040.webp" alt="Realme GT 8 Dream Edition-Cover.jpg" style="width: 100%; height: auto;">
      </div>
    </p><p>The phone ships with a circular panel surrounding the rear cameras, but it can be swapped for a rounded-square panel by removing just two tiny screws. Realme includes the latter, along with a screwdriver, in the box. It’s a small but thoughtful touch that adds character to the phone’s design, and the swapping process is also refreshingly simple. It almost feels like changing the nose of an F1 car during a pitstop.</p><p>The phone runs Android 16 out of the box with Realme’s UI 7.0 layered on top. Being the Dream Edition, it gets additional UI tweaks, including a unique unlock animation and icons, along with an Aston Martin-themed wallpaper. The GT 8 Pro features a 2K display, with a 144Hz refresh rate and a peak brightness of 7,000 nits. The display’s outdoor visibility is solid, colours are vibrant, and contrast levels are great.</p>

      
    
      
    


<h2>Realme GT 8 Pro Performance, Gaming and Camera Capabilities</h2>

<p>As a flagship device, the GT 8 Pro is powered by the Snapdragon 8 Gen 5 chipset and a Hyper Vision+ AI Chip. The latter helps force high refresh rates in games that don’t natively support them and also assists with upscaling. Much like the GT 7 Pro, its successor offers fantastic gaming performance and handles day-to-day tasks effortlessly. The high-refresh-rate display further enhances the overall experience. Even the phone’s thermal performance is excellent – I did not encounter any heating issues during my use.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/01/Realme-GT-8-Dream-Edition-2-1768213413873.webp" alt="Realme GT 8 Dream Edition-2.jpg" style="width: 100%; height: auto;">
      </div>
    </p>

<p>In terms of cameras, the GT 8 Pro has received several meaningful upgrades. It now comes with a pair of 50MP sensors along with a 200MP camera, offering 6x optical zoom. If you, like me, frequently find yourself snapping distant objects, you’ll find this phone to be a great companion. Images from the zoom lens exhibit good detail and clarity, and the video quality is quite impressive, though colours appear slightly flatter than those in videos shot from the primary lens.</p><p>The main sensor is very capable but not class-leading. Photo and video quality is generally good, but darker areas in images are rendered overly dark.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/01/Realme-GT-8-Dream-Edition-1-1768213407988.webp" alt="Realme GT 8 Dream Edition-1.jpg" style="width: 100%; height: auto;">
      </div>
    </p><p> Moreover, overprocessing becomes evident when shooting bright lights in low-light conditions. Realme has collaborated with RICOH GR for the GT 8 Pro’s camera, and there is a dedicated mode for it in the camera app. Unfortunately, visual output from this mode didn’t really impress me and seemed more like standard filter effects of other smartphones.</p>

      
    
      



<p>One standout feature is the phone’s ability to shoot 4K video at 120fps, even with the 6x lens. This can result in some amazing motion shots, which can later be slowed down to your liking. That said, video stabilisation across all the lenses could have been better.</p>

<p>Given that this phone is clearly aimed at power users, Realme has equipped it with a large 7,000mAh battery and support for 120W wired and 50W wireless charging, meaning it won’t frequently run out of charge, and even if it does, replenishing it will be a remarkably quick affair.</p>

<h2>Realme GT 8 Pro Dream Edition Verdict</h2>

<p>While the GT 8 Pro Dream Edition is significantly more expensive than the previous flagship, its upgraded feature set largely justifies the premium. The improved camera system, combined with a flagship-grade processor, makes it a very competitive package. More importantly, when compared to the regular 16GB + 512GB variant, the Dream Edition costs just Rs 1,000 more.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/01/realme-Aston-Martin-Phone-Article-1769077684120.webp" alt="realme Aston Martin Phone Article.jpg" style="width: 100%; height: auto;">
      </div>
    </p><p>That makes it an easy recommendation from a value-for-money perspective. If you are in the market for a premium smartphone in this price range, the GT 8 Pro Dream Edition is absolutely worth considering.
</p>



Realme GT 8 Dream Edition Review - Apex Predator

Realme’s GT 8 Pro Dream Edition adds more power, polish and F1 flair at a much higher price – but does it truly earn the premium it asks?

<p>While the Chetak EV had a rocky start, it has gone from
strength to strength over the past six years, helping propel Bajaj to second
place in India’s electric two-wheeler market. The Chetak models have always
prioritised a no-nonsense approach, deliberately steering clear of spec-sheet
one-upmanship.</p>
<p>Now, there is a new model in town: the Chetak C2501, or the
C25. It takes the same approach but with a more accessible price tag. This
time, however, Bajaj may have taken the idea of choosing restraint over spec-sheet
numbers a step too far.</p><h2>Bajaj Chetak C25 Design: Familiar Styling with Subtle Changes</h2><p>First and foremost, what I like most about the C25 is its design. Bajaj has made
only minimal changes to the overall styling, but the more compact footprint and
subtly revised contours work in the scooter’s favour. </p><div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/01/Chetak_02-1769149122889.webp" alt="Chetak_02.jpg" style="width: 100%; height: auto;">
      </div>
    <p>Unlike the existing models, the C25 features LED turn
indicators integrated into the headlamp housing rather than mounted on the
front apron. This is a notable change, although not one I am particularly fond
of. The scooter features 12-inch wheels at both ends, and the revised
alloy-wheel design looks good. The side panel incorporates a graphic element
near the  section, but it appears somewhat tacked on. Had the graphics
extended further along the side panel, the design might have felt more
cohesive.</p><div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/01/Chetak_05-1769149153941.webp" alt="Chetak_05.jpg" style="width: 100%; height: auto;">
      </div>
    <p>At the rear, the C25 receives a new tail-lamp&nbsp;unit with
integrated turn indicators, and here the design works well. Bajaj has also
retained the all-metal bodywork, with no visible screws – a detail that
continues to lend the Chetak a sense of solidity and premium finish.</p>
<p>The instrument cluster is a colour display, though it stops
short of being a full-fledged TFT like those found on some rival scooters. It
is functional, but I did find certain information difficult to read under
direct sunlight. </p><div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/01/Chetak_04-1769149189583.webp" alt="Chetak_04.jpg" style="width: 100%; height: auto;">
      </div>
    <p>On a more positive note, the handlebar switchgear has seen a
clear improvement. The switches are thoughtfully designed, fall easily to hand,
and offer a reassuring tactile feel.</p><h2>Bajaj Chetak C25 Space, Comfort and Everyday Usability</h2><p>The C25 has a shorter wheelbase than the existing models – 1,225mm,
to be precise – and this has resulted in a noticeable reduction in underseat
storage. You get 25 litres of space, which is just about enough to accommodate
certain full-facehelmets. </p><div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/01/Chetak_08-1769149230426.webp" alt="Chetak_08.jpg" style="width: 100%; height: auto;">
      </div>
    <p>Because the cavity is fairly deep, you can also stash a
small bag here. Additionally, there are two pockets in the front apron for
smaller items, along with a baggage hook. There is no USB charger, which, I
think, is a significant omission.</p><p>The seat is long enough to accommodate two average-built
adults, but the cushioning is on the softer side. As a result, longer stints on
the saddle are unlikely to be particularly comfortable. </p><div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/01/Chetak_03-1769149254417.webp" alt="Chetak_03.jpg" style="width: 100%; height: auto;">
      </div>
    <p>The seat height is a very accessible 763mm, while the 170mm
ground clearance is adequate for everyday use. Surprisingly, despite its
compact proportions, there is ample floorboard space to keep your feet in a
neutral, comfortable position.</p><h2>Bajaj Chetak C25 Battery Range, Motor Output and Ride Modes</h2><p><span>Bajaj
has equipped the C25 with a 3bhp hub-mounted motor, which produces a peak
torque of 114Nm at the wheel. </span></p><div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/01/Chetak_07-1769149291167.webp" alt="Chetak_07.jpg" style="width: 100%; height: auto;">
      </div>
    <p>Top speed is limited to 55km/h, which is underwhelming. Once
again, we have a Chetak with a lower top speed than most of its rivals. Even if
you look past that figure, the scooter’s acceleration is also nothing to write
home about.</p>
<p>Opt for the Tech Pack, and you get two ride modes – Eco and
Sport. Acceleration in the Eco mode feels far too mild for real-world road use,
but Sport mode does inject a bit more life into the scooter, relatively
speaking.</p><div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/01/Chetak_10-1769149339609.webp" alt="Chetak_10.jpg" style="width: 100%; height: auto;">
      </div>
    <p>Overall, the C25 moves with very little urgency and is
clearly tuned for relaxed, unhurried commuting. That said, it had no trouble
tackling the inclines I encountered during my ride in Pune, whether in the Eco
or Sport mode.</p>
<p>Powering the scooter is a 2.5kWh battery, which Bajaj claims
delivers a range of 113km (IDC). According to the company, the real-world range
should be closer to 95km. While I did not have sufficient time to verify that
claim, the range still does not feel particularly impressive, especially considering
the modest top speed and the reasonably sized battery pack.</p><h2>Bajaj Chetak C25 Suspension, Comfort and Braking</h2><p>The C25’s overall ride quality is rather poor. This is
largely down to the new suspension setup, which comprises conventional
telescopic forks at the front and twin springs at the rear.</p><div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/01/Chetak_06-1769149366893.webp" alt="Chetak_06.jpg" style="width: 100%; height: auto;">
      </div>
    <p>While the scooter rides reasonably well on smooth tarmac and
can absorb minor imperfections, it becomes unforgiving on rougher city roads. A
short 30-minute ride through Pune was enough to leave me feeling like my insides
had been rearranged. The front forks bottom out over most bumps, with very
little absorption to speak of. This is particularly surprising given that
existing Chetak scooters are known for their cushioned and compliant ride
quality. </p><div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/01/Chetak_12-1769149391641.webp" alt="Chetak_12.jpg" style="width: 100%; height: auto;">
      </div>
    <p>The braking setup consists of a disc brake at the front and
a drum brake at the rear. Braking is fairly progressive and offers good bite
when you use the full travel of the levers. However, braking performance feels inconsistent across different units. Having ridden multiple units of the scooter,
I experienced noticeable variations in braking feel. When the calibration is
right, the scooter stops confidently; when it isn’t, the braking can feel
underwhelming and vague.</p><h2>Bajaj Chetak C25 Price and Review Verdict</h2><p>The C25 is the most affordable Chetak scooter, and it
achieves that position by making substantial compromises in the ride
experience. Yes, it has a certain visual appeal and commendable build quality.
However, when you consider the specifications offered by competing products at
similar price points, it is hard to escape the conclusion that Bajaj has missed
the mark with this one.</p><div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/01/Chetak_09-1769149420818.webp" alt="Chetak_09.jpg" style="width: 100%; height: auto;">
      </div>
    <p>Had it been priced ₹10,000 – 15,000 lower, these compromises
would have been far easier to justify. Perhaps Bajaj realised this as well and
has consequently offered the first 10,000 customers a discount of ₹4,299,
bringing the ex-showroom price down to ₹87,100. While this is still higher than
it ought to be, it does represent a move in the right direction.</p>
<p>[tabs]</p>

<p>[tab title="<strong>Bajaj Chetak C25</strong>"]</p>

<p><strong>Battery:</strong> 2.5kWh</p>

<p><strong>Power:</strong> 3bhp </p>

<p><strong>Torque:</strong> 114Nm</p>

<p><strong>Range:</strong> 113km IDC range</p>

<p><strong>Fuel:</strong> Electric</p>

<p><strong>Price:</strong>&nbsp;Rs 87,100&nbsp;ex-showroom </p>

<p><strong>X-Factor:&nbsp;</strong><em>An&nbsp;affordable metal-bodied electric scooter.</em></p>

<table cellpadding="1" cellspacing="1">
    <tbody>
        <tr>
            <td>
                <p><strong>Pros &nbsp;</strong>&nbsp; &nbsp;&nbsp;&nbsp; &nbsp;&nbsp;&nbsp;<br>
                    •&nbsp; Solid build quality, low seat height</p>

            </td>
            <td>
                <p><strong>Cons</strong><br>
                    • Poor ride quality, compromised feature list</p>
            </td>
        </tr>
    </tbody>
</table>

<p>[/tab]</p>

<p>[/tabs]</p>

Bajaj Chetak C25 First Ride Review: Losing the Numbers Game?

The new Bajaj Chetak C25 embraces a back-to-basics philosophy, but in today’s numbers-obsessed EV scooter market, that approach could cost it dearly.

<p>
    <strong>Aprilia finished second in the Constructors’ Championship in 2025, with Marco Bezzecchi ending the season third in the Riders’. After such a strong season, what's the mood like heading into 2026?</strong>
</p>

<p>Motivation is extremely high. Everyone in Noale is pushing very hard to deliver the best possible RS-GP for 2026. We’re pleased with the work done over the winter, and the testing in Valencia showed promising signs. There’s still a lot to do, but the direction is positive.</p>

<p>2025 was our best season so far, but we’re not satisfied. Our target is to be better in 2026 and to raise the bar again for 2027. That’s our approach – constant progress towards the top.</p>

<p><strong>Did you expect this level of success before the 2025 season began?</strong></p>

<p>Honestly, yes! In fact, I was expecting even more. We were carrying the number 1 on our fairing, so expectations were naturally high. What happened to Jorge Martin during the season is something you wouldn’t wish on anyone. It was incredibly difficult for him, both physically and mentally, and I can’t imagine what he went through in terms of confidence and recovery.</p>

<p>We were unlucky, but we didn’t give up. Thanks to the work done with Marco Bezzecchi, we still managed to have a strong season. That said, we need to be fair - we won races at the end of the season when Marc Marquez wasn’t there. So clearly, he's the target - the one rider that we still want to beat.</p><p><strong>Also Read:</strong>&nbsp;<a href="https://www.autox.com/motorsport-news/motogp-aprilia-tops-valencia-test-as-yamaha-shifts-to-v4-engine-for-2026-season-122257/" target="_blank">Aprilia Tops Valencia Test as Yamaha Shifts to V4 Engine for 2026 Season</a></p>

<p><strong>On a personal level, was 2025 one of your most challenging seasons as team CEO?</strong></p>

<p>It was definitely an emotional season, with real highs and lows. Starting the year with two riders who didn’t fully know the bike was already a challenge. Bezzecchi’s approach, however, was excellent. He took his time, gave clear feedback, and explained exactly what he needed.</p>

<p>The engineers and mechanics, both at the track and in Noale, did a fantastic job developing the bike around those requests. We are happy, of course, but as Enzo Ferrari famously said, second place is the first of the losers. And we have no intention of being losers.</p><div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/01/Marco-Bezzecchi-Win-1768902115749.webp" alt="Marco Bezzecchi Win.jpg" style="width: 100%; height: auto;">
      </div>
    <p><br><strong>With Jorge Martin out of action for most of the season, Bezzecchi effectively became the team leader. Did he exceed expectations in that role?</strong></p>



<p>Bezzecchi is a very smart and humble rider. He immediately recognised the opportunity he had. He didn’t need coaching to take on the responsibility; he simply needed the right support from us to grow together. Bezzecchi understands that working as a team drives performance. He already had the speed and constructive mindset to help build the best possible bike. And that’s exactly what put us on a competitive path.</p><p><strong>Lorenzo Savadori, filling in for Martin, raced far more than expected in 2025. How did that impact his role as a test rider?
<br>
</strong></p><p>On the one hand, we had to cancel several planned tests. On the other hand, we used race weekends as test sessions. We introduced new parts, concepts, and strategies during races, and Sava played a crucial role in that process.</p><p>He has the mentality of a test rider — working for the bike’s evolution rather than personal results. This is very important because when you’re constantly swapping components or electronics, you never ride the same bike twice. While it makes performance difficult, it’s invaluable for the development of the bike. Whenever we found something that worked with Sava, it went straight onto Bezzecchi’s bike. This process was one of the reasons for our success.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/01/Lorenzo-Savadori-Testing-1768903177995.webp" alt="Lorenzo Savadori Testing.jpg" style="width: 100%; height: auto;">
      </div>
    </p><p><strong>Looking ahead to 2026, how are you preparing Martin after such a disrupted season?</strong></p>



<p>The biggest challenge for Martin will be accepting that he needs time. Initially, feeling comfortable on the bike will be more important than lap times. He doesn’t need to prove to anyone that he is a fast rider – we already know that, and that’s why we signed him. He’s a world champion. The focus must be on understanding the bike and telling us exactly what he needs.</p>

<p>Honestly, I won’t be surprised to see him struggle initially. He missed a full year, while Bezzecchi spent that year growing. Bezzecchi will start 2026 at his peak, while Martin will start further back. He knows patience will be key.</p><p><strong>With Martin being a former world champion and Bezzecchi delivering race wins in 2025, how would you manage rider dynamics next season?

</strong></p><p>I’m not worried. We can develop the bike to suit both riding styles. Both Martin and Bezzecchi respect each other, and if they find themselves fighting for strong positions, I expect clean racing without unnecessary risks.

</p><p>What happened in Japan at the start of the race is something we don’t want to see again. But sometimes, when you’re not in the right moment and are unlucky, things can go wrong. Obviously, what happened was Jorge’s mistake, but those are also the experiences that can help a rider refine their approach for the future.</p><div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/01/Raul-Fernandez-win-1768902552768.webp" alt="Raul Fernandez win.jpg" style="width: 100%; height: auto;">
      </div>
    <p><br><strong>How important has the satellite team been to Aprilia’s progress?
<br>
</strong></p><p>We wanted to have a satellite team because it was strategically important – not just for the statistics but also for the development of the bike. Raul Fernández finally took his first victory, which was also the 300th in the championship. He’s had the most experience with Aprilia, and now that he has found the right ‘feeling’, I expect him to start the season strongly. With four bikes on the grid, the pace of our development naturally quickens. Fernandez clearly has the talent to fight consistently for the top six.
<br>
</p><p><strong>What are your thoughts on the upcoming regulation changes?
<br>
</strong></p><p>I’m very pleased with the decision to remove ride-height devices – it’s the right move for the sport. While aerodynamics will still matter, it will have reduced influence now. I believe Aprilia will be strong in that regard. The smaller engine capacity will reduce outright speed, but the bikes will still be incredibly fast. We’re satisfied with our work on the 850cc engine and are running the 2027 programme alongside 2026. For now, the priority is to start 2026 very strongly, and then gradually shift focus.</p><p><strong>Also Read:</strong>&nbsp;<a href="https://www.autox.com/motorsport-news/motogp-2026-aprilia-rs-gp-revealed-with-updated-aero-and-livery-122712/" target="_blank">MotoGP: 2026 Aprilia RS-GP Revealed with Updated Aero and Livery </a><br></p>

<p><strong>In one word, describe your 2025 season, and what would be your word for 2026?</strong></p>

<p>2025 was <em>emotional</em>. 2026 must be <em>successful</em>.
</p>

Interview With Massimo Rivola: Marc Marquez Is the Target, the One We Want To Beat

In a one-on-one interaction, Aprilia Racing's top boss, Massimo Rivola, reflects on the team's best season in MotoGP and lays down the roadmap for the future.

<p>
    Yamaha’s 155cc liquid-cooled engine needs no introduction. We’ve already seen it in the much-loved R15 and the MT-15. Now, Yamaha has equipped the same motor in a new, dapper attire, and the result is the XSR 155. The idea behind it is rather simple – take a proven, rev-happy engine and drape it in a modern-retro package that also promises comfort and everyday usability. On paper, it’s an attractive combination – one that seems to be more accessible, both in terms of usability and price. Spend some time with the bike, though, and it becomes clear that while the ingredients are spot on, the final dish is not entirely free of compromises.</p>
<p><iframe width="560" height="315" src="https://www.youtube.com/embed/-d7C9N4ZKq4?si=8qQg_otW9Q0NTHD2" title="YouTube video player" frameborder="0" allow="accelerometer; autoplay; clipboard-write; encrypted-media; gyroscope; picture-in-picture; web-share" referrerpolicy="strict-origin-when-cross-origin" allowfullscreen=""></iframe><br></p>

<h2>Yamaha XSR 155 Design &amp; Styling: Modern-Retro Done Right</h2>

<p>Visually, Yamaha has simply nailed the brief. The design is clean, tasteful, and well-finished, with just the right mix of old-school cues and modern elements. The LED lighting, aluminium footpegs, and circular digital instrument cluster blend in beautifully, and the overall quality feels premium. Small details, like the little XSR motif on the fuel tank and inside the headlight, add character and reinforce the feeling that it’s a thoughtfully designed motorcycle with great attention to detail.</p>
<p>
    <br>
</p>
<div style="width: 100%; height: auto;" class="post-image">
    <img src="https://images.autox.com/uploads/2026/01/Yamaha-XSR-155_-Speedometer-1768305829497.webp" alt="Yamaha XSR 155_ Speedometer.jpg" style="width: 100%; height: auto;">
</div>
<p><br></p>
<p>The quality of switchgear is good, and the quirky placement of controls on either side of the instrument cluster is quite clever – something that I personally like. These buttons allow you to navigate through the menu and reset certain data. The single pod LCD instrument cluster keeps things refreshingly simple and effective – it’s easy to read, neatly laid out, and free of unnecessary visual noise. That said, the placement of the horn switch is frustrating. It sits between the indicator and the light switch, forcing you to glance down to locate it – something that you shouldn’t have to do in traffic.</p>







<p>In terms of proportion, the bike looks a bit compact, but that works to its advantage. It feels unintimidating and approachable, especially for newer riders. Taller riders – those over six feet – may find it a bit snug, but the footpeg position is not as cramped as that of the MT-15. Now, while I usually avoid discussing accessories, here I must. Yamaha offers a range of add-ons that can transform the XSR into either a scrambler or a cafe racer. For those who like their bikes with a little visual flair, the XSR clearly ticks the right boxes.</p>

<h2>Yamaha XSR 155 Engine Performance &amp; Refinement: Familiar, Yet Flawed</h2>

<p>Now, coming to the 155cc liquid-cooled engine – on paper, it produces the same output as the R15, but out on the road, the bike does not feel as impressive. Yes, it’s decently fast, and even with a pillion passenger on board, you can get through the city without a hiccup. However, it lacks top-end performance, something you notice more clearly on the highway or when chasing speed.</p>
<p>
    <br>
</p>
<div style="width: 100%; height: auto;" class="post-image">
    <img src="https://images.autox.com/uploads/2026/01/Yamaha-XSR-155_Motion-1768305820272.webp" alt="Yamaha XSR 155_Motion.jpg" style="width: 100%; height: auto;">
</div>
<p><br></p>
<p>Push the bike harder, and the shortcomings in terms of refinement become quite evident. Once you cross 4,500rpm, vibrations start creeping in through the handlebars and footpegs. The mirrors, too, begin to buzz to the point where they are barely usable. Considering how smooth and engaging the same engine feels in the other bikes, its performance here is quite disappointing.</p>







<p>The exhaust note also fails to match the bike’s visual promise. It lacks the bass and character you expect from a modern-retro motorcycle. Fuel efficiency, however, is a strong point. This is one trait that has carried over from the R15 and the MT-15, with real-world figures hovering between 50 and 55km/l in city traffic. This makes the XSR an easy and economical daily companion.</p>





<h2>Yamaha XSR 155 Ride Comfort, Ergonomics &amp; Everyday Usability</h2>

<p>At just 137kg, the bike feels featherlight, making it a breeze in city traffic, easy to manoeuvre at parking speeds, and generally stress-free to live with. The mirrors are large, well-positioned, and actually useful most of the times – a rarity in this segment. However, comfort is a sore point. The tuck-and-roll seat looks the part but feels rock hard. A few kilometres on the saddle, and you’ll find yourself shifting around just to stay comfortable.</p>
<p>
    <br>
</p>
<div style="width: 100%; height: auto;" class="post-image">
    <img src="https://images.autox.com/uploads/2026/01/Yamaha-XSR-155_side-profile-dynamic-1768305851977.webp" alt="Yamaha XSR 155_side-profile-dynamic.jpg" style="width: 100%; height: auto;">
</div>
<p><br></p>
<p>While the flat seat doesn’t allow the pillion passenger to tower over the rider, it’s not very spacious. The rear suspension feels overly stiff, especially for lighter riders, and the front brake lacks bite despite the hardware on offer.</p>

<h2>Yamaha XSR 155 Price, Rivals &amp; Verdict: Where the XSR 155 Stands</h2>

<p>Pricing is where things get complicated. Compared to the R15 and MT-15, the XSR 155 seems to offer good value. After all, you get the same engine in a more relaxed, rider-friendly package at a lower price point. But line it up against rivals like the Royal Enfield Hunter or TVS Ronin, and the narrative shifts drastically. Those bikes offer larger engines, better exhaust notes, and comparable performance for similar money.</p>
<p>
    <br>
</p>
<div style="width: 100%; height: auto;" class="post-image">
    <img src="https://images.autox.com/uploads/2026/01/Yamaha-XSR-155_-Fuel-Tank-Logo-1768305836736.webp" alt="Yamaha XSR 155_ Fuel-Tank-Logo.jpg" style="width: 100%; height: auto;">
</div>
<p><br></p>
<p>That said, Yamaha’s fit and finish and overall quality do justify part of the premium. Even so, a slightly more aggressive price tag could have made the XSR far more compelling. It is, in fact, very close to being the ideal modern-retro 155. It looks fantastic, offers excellent fuel economy, and is genuinely easy to live with. But vibrations, comfort issues, and a few dynamic limitations hold it back. It’s a charming motorcycle – just not the flawless one it had the potential to be.</p><iframe width="1425" height="500" src="https://www.youtube.com/embed/-d7C9N4ZKq4" title="Yamaha XSR 155 Review: Should You Actually Buy One? | autoX" frameborder="0" allow="accelerometer; autoplay; clipboard-write; encrypted-media; gyroscope; picture-in-picture; web-share" referrerpolicy="strict-origin-when-cross-origin" allowfullscreen=""></iframe>









<p>[tabs]</p>

<p>[tab title="<strong>Yamaha XSR 155</strong>"]</p>

<p><strong>Engine:</strong> 155cc Single-Cylinder</p>

<p><strong>Transmission:</strong> 6-Speed</p>

<p><strong>Power:</strong> 18.1bhp</p>

<p><strong>Torque:</strong> 14.2Nm</p>

<p><strong>Fuel:</strong> Petrol</p>

<p><strong>Price:</strong> ₹1.50 Lakh ex-showroom</p>

<p><strong>X-Factor:&nbsp;</strong><em>One of the best-looking neo-retro bikes!</em></p>

<table cellpadding="1" cellspacing="1">
    <tbody>
        <tr>
            <td>
                <p><strong>Pros &nbsp;</strong>&nbsp; &nbsp;&nbsp;&nbsp; &nbsp;&nbsp;&nbsp;<br>
                    •&nbsp; Clean design, fuel efficiency</p>

            </td>
            <td>
                <p><strong>Cons</strong><br>
                    • Engine vibrations, stiff ride</p>
            </td>
        </tr>
    </tbody>
</table>

<p>[/tab]</p>

<p>[/tabs]</p>

Yamaha XSR 155 Review - Old Soul, New Suit

On paper, it seems like the most approachable way to enjoy Yamaha’s excellent 155cc motor — but does the XSR 155 deliver beyond the spec sheet?

<p>
    No one expects a budget smartphone to offer the moon. All it needs to be is a dependable device that can handle the basics without complaints, and that’s exactly what the Lava Blaze Dragon promises to be. On paper, it’s a simple, no-nonsense smartphone, but is that really the case?</p>

<p>To be frank, the Blaze Dragon does feel a little chunky to hold, especially compared to its slightly more expensive sibling – the Blaze AMOLED 2, which I reviewed in the previous issue. Its 210g weight is quite noticeable in your hand. If you still prefer a pair of wired earphones, the Blaze Dragon will be a great match, for it comes with a 3.5mm jack, right next to the USB-C charging port.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/12/Lava_Blaze_2_Review_autoX_Xite-1766042198360.webp" alt="Lava_Blaze_2_Review_autoX_Xite.jpg" style="width: 100%; height: auto;">
      </div>
    </p><p> Despite being a budget offering, the Blaze Dragon has a large 6.74-inch screen with a 120Hz refresh rate. The resolution and picture quality are decent for its price, but the brightness levels could’ve been better. The only thing that I don’t like about it is its noticeably thicker bezel at the bottom.</p><p>The phone runs Android 15 out of the box, which is not too bad, considering that it’s powered by the Snapdragon 4 Gen 2 processor. It’s good enough for daily tasks. I think newer and heavier OS versions would only slow it down. It lags a bit while running multiple apps or switching between them, which is not unexpected considering the price. On the plus side, the SoC draws power from a large 5,000mAh battery, which offers impressive screen-on time. The phone comes with an 18W charger, but it takes a little over two hours to charge the phone. I don’t, however, consider this to be a significant issue.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/12/Lava-Blaze-Dragon-No-Frills-Fire-1-1765443810745.webp" alt="Lava Blaze Dragon-No-Frills Fire-1.jpg" style="width: 100%; height: auto;">
      </div>
    </p>





<p>Lava offers the Blaze Dragon with either 4GB or 6GB RAM – our test unit had the former. You don’t need to be a tech geek to know that the 6GB model would have performed better. During my time with the phone, I didn’t face any issues with call quality or internet speeds, regardless of whether I was on mobile data or Wi-Fi.</p>

<p>Overall, the Blaze Dragon is a straightforward, value-first device. It won’t wow power users, but it will comfortably handle the everyday stuff without draining your wallet – or its own battery. For those who just need a dependable daily device, the Blaze Dragon ticks the right boxes.
</p>

Lava Blaze Dragon Review - No-Frills Fire

The Lava Blaze Dragon keeps things simple, promising a clean Android experience, solid battery life, and everyday usability at a wallet-friendly price.

<p>This month, the Skoda Kylaq was my friend in need. I had to travel a lot for personal work, which meant frequent highway runs. Sometimes, I had to take alternate routes filled with crater-like potholes and broken roads, to ditch peak-hour traffic, too. These runs gave me a good perspective on how the car would perform during such long drives.</p>
<p>The 1.0-litre TSI motor felt adequate for highway runs and could maintain triple-digit speeds even with four occupants and some luggage thrown in the boot. The only niggle was the persistent road noise. Skoda could have provided better cabin insulation. The suspension worked beautifully over the bad roads, keeping everyone in the cabin feeling comfortable. As for the fuel efficiency, I was seeing a figure between 12-13kmpl on these runs. It is possible to get close to 15kmpl if you drive during the early hours of the morning and the roads are empty.</p>
<p>As mentioned earlier, I also had luggage in the boot for these runs. While the compact footprint of the Kylaq might lead you to believe that the boot will not be the best, that is not entirely true. You see, while keeping large suitcases might still be a bit challenging, stuffing in multiple smaller bags is not. I was able to easily carry luggage equal to what two people would take for a week-long trip. I will say that I was fairly impressed by the boot capacity of this SUV. </p>
<p>[tabs]</p>

<p>[tab title="<strong>LOGBOOK</strong>"]</p>

<p><strong>When it came:</strong> June 2025</p>
<p> <strong>Current odo reading:</strong> 18,544km</p>
<p><strong>Mileage this month:</strong> 389km</p>
<p><strong>Fuel efficiency:</strong> 12.4 km/l</p>
<p><strong>What’s good:</strong> Potent engine, smooth automatic</p>
<p><strong>What’s not:</strong> Cabin noise</p>

<p>[/tab]</p>

<p>[/tabs]</p>


Skoda Kylaq Long Term Report: Month 6 - A Friend in Need

Heavy travel schedules, long distances and broken roads showed how well the Skoda Kylaq handles the realities of everyday ownership.

<p>The Kia Carens has been selling well in the market, surpassing the sales milestone of 2 lakh units since its launch in 2021. More than three years on, this three-row offering was due for an update. But instead of introducing a direct replacement for the old model, Kia has launched a new, more premium and feature-rich vehicle based on the Carens: the Carens Clavis. While Carens reflects its lineage, Clavis derives from a Latin phrase meaning ‘the Golden Key’. So, what key updates set the Carens Clavis apart from the standard Carens?</p>

<p>Let’s find out.</p>

<h2>Kia Carens Clavis Looks: MPV Turned SUV</h2>

<p>Despite sharing its underpinnings with the Carens, the Clavis sports a distinctly different look. This is largely due to design elements like the new Digital Tiger Nose grille and the striking Star Map LED DRLs paired with a redesigned headlamp cluster. The front fascia is mostly closed off – reminiscent of electric vehicles – and resembles Kia’s newer models like the Syros and EV9. A prominent silver-finished chrome skid plate at both ends adds a rugged, SUV-like character, further enhanced by the raised bonnet, which gives the front-end profile a more commanding presence.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/06/Kia-Carens-Clavis-alloy-wheel-1749466914961.webp" alt="Kia Carens Clavis-alloy-wheel.jpg" style="width: 100%; height: auto;">
      </div>
    </p><p>Contributing to its more premium appearance are the 17-inch alloy wheels, an inch larger than those on the standard Carens. In terms of dimensions, the Clavis is 10mm longer, while the rest of its measurements remain unchanged. As a result, it has the same boot capacity as the Carens – 216 litres.</p>

    
  
    
  


<h2>Kia Carens Clavis Interior: Premium Cabin and New Tech Features</h2>

<p>Step inside the Clavis, and you are welcomed by a noticeably more premium and modern cabin. There’s a clear focus on technology and aesthetics, with improved materials on the dashboard that are both visually appealing and well-finished.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/06/Kia-Carens-Clavis-View-Of-Steering-Console-And-Instrumentation-1749466906825.webp" alt="Kia Carens Clavis-View-Of-Steering-Console-And-Instrumentation.jpg" style="width: 100%; height: auto;">
      </div>
    </p><p>New additions include a connected island that houses twin 10.25-inch displays, a four-way power-adjustable driver’s seat, an updated steering wheel, and a larger dual-pane panoramic sunroof. One notable feature is the hybrid touch panel that toggles between media and climate controls. While it saves space on the dashboard, its usability while driving is questionable, as it requires taking your eyes off the road.</p><p>The second row remains largely unchanged. The Clavis is offered in both 6- and 7-seat configurations, similar to the Carens.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/08/Kia-Clavis_Diesel_MTReview_autoX_03-1755597189589.webp" alt="Kia-Clavis_Diesel_MTReview_autoX_03.jpg" style="width: 100%; height: auto;">
      </div>
    </p><p>The 7-seat variant now includes a three-point seatbelt for the middle passenger. A convenient walk-in feature allows the second-row passenger to adjust the front passenger seat via a lever on its side. Additionally, a one-touch tumble function for the left-side second-row seat makes accessing the third row quite easier.</p>

    
  
    
  


<p>Due to the extended sunroof reaching the second row, the roof-mounted AC vents have been repositioned to the sides.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/06/Kia-Carens-Clavis-Sunroof-top-1749466922473.webp" alt="Kia Carens Clavis-Sunroof-top.jpg" style="width: 100%; height: auto;">
      </div>
    </p><p>It’s slightly disappointing that the under-thigh support in the second row hasn’t seen any improvement. As for the third row, it’s reasonably comfortable for short trips but is more suitable for children than adults due to limited under-thigh support and legroom. That said, Kia has thoughtfully equipped the third row with AC vents, reading lights, two USB-C ports, and cupholders, adding to the overall practicality.</p>

<h2>Kia Carens Clavis Driving Experience: Comfort-Focussed and Easygoing</h2>

<p>The drivetrain options for the Clavis are the same as the Carens – a 1.5-litre naturally aspirated petrol, a 1.5-litre turbocharged petrol, and a 1.5-litre diesel engine. Power and torque figures are also the same, but the Clavis now gets a 6-speed manual transmission option with the 1.5-litre turbo-petrol variant.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/06/Kia-Carens-Clavis-side-profile-dynamic-1749466901849.webp" alt="Kia Carens Clavis-side-profile-dynamic.jpg" style="width: 100%; height: auto;">
      </div>
    </p><p>True to its character, the Clavis is tuned for comfort. This is evident in its quiet cabin, light steering, and well-cushioned suspension setup. Ground clearance is also generous – I didn’t encounter any issues, even when tackling tall speed breakers, during the test.</p><p>A key upgrade over the Carens is the inclusion of 20 Level 2 ADAS features, enhancing overall safety.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/08/Kia-Carens-Clavis-steering-wheel-1755582015733.webp" alt="Kia Carens Clavis-steering-wheel.jpg" style="width: 100%; height: auto;">
      </div>
    </p><p>The Clavis is also equipped with additional cameras that enable a 360-degree surround view system, making parking and manoeuvring in tight spaces significantly easier.</p>

    
  


<h2>Kia Carens Clavis Verdict: A Value-Packed Upgrade Over the Carens?</h2>

<p>The Carens Clavis is undoubtedly a step up from the standard Carens. It offers a more modern design and additional features while retaining the plush ride quality and versatile powertrain options that made the original appealing.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/06/Kia-Carens-Clavis-Rear-Three-Quarter-1749466928839.webp" alt="Kia Carens Clavis-Rear-Three-Quarter.jpg" style="width: 100%; height: auto;">
      </div>
    </p><p>Pricing for the Carens Clavis starts at a very attractive ₹11.50 lakh while the top trim costs ₹21.50 lakh. The base price is just a touch higher which is great to see. In my opinion, even the higher trims justify the hike because of the features they now come with. The Carens Clavis is an easy recommendation for families looking for a well-rounded and feature-rich three-row vehicle.</p>




<p>[tabs]</p>

<p>[tab title="<strong>Kia Carens Clavis</strong>"]</p>

<p><strong>Engine:</strong> 1,482cc 4-Cylinder</p>

<p><strong>Transmission:</strong> 7-Speed DCT FWD</p>

<p><strong>Power:</strong> 157bhp </p>

<p><strong>Torque:</strong> 253Nm</p>

<p><strong>Fuel:</strong> Petrol</p>
 
<p><strong>Price:</strong> ₹21.50 Lakh Ex showroom</p>

<p><strong>X-Factor:&nbsp;</strong><em>Easily one of the most stylish and feature-laden MPV in its segment.</em></p>

<table cellpadding="1" cellspacing="1">
	<tbody>
		<tr>
			<td>
			<p><strong>Pros &nbsp;</strong>&nbsp; &nbsp;&nbsp;&nbsp; &nbsp;&nbsp;&nbsp;<br>
			•&nbsp; SUV appearance, comfortable ride</p>

			</td>
			<td>
			<p><strong>Cons</strong><br>
			• Laggy DCT, underthigh support in 2nd row</p>
			</td>
		</tr>
	</tbody>
</table>

<p>[/tab]</p>

<p>[/tabs]</p>


Kia Carens Clavis First Drive Review - Raising the Bar

The new Kia Carens Clavis is here with fresh styling and more features, but does it offer enough to stand out as a better choice for Indian families?

<p>Most people who don't need to create content or run complex simulations on the fly tend to look for a compact laptop that’s reasonably fast and doesn’t weigh as much as a small hill. If it looks good too, that’s a bonus. This is exactly the market HP seems to be targeting with the ZBook Firefly. So, I tested it to see how well it handles day-to-day tasks and whether it can be an easy recommendation.</p>

<p>The Z logo embossed on the matte grey surface looks clean and understated, though some might be disappointed that it isn’t backlit. The laptop features rounded edges that not only enhance its visual appeal but also make it more comfortable to hold. In terms of connectivity, you get a USB Type-A port on each side, while the right side also houses two USB Type-C ports and an HDMI port. The headphone jack sits on the left. These options should be sufficient for most users, and I don’t think there is anything lacking in terms of connectivity.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/06/HP-Z-Book-Review-2-1749451970047.webp" alt="HP Z Book Review-2.jpg" style="width: 100%; height: auto;">
      </div>
    </p><p>The Firefly’s B&amp;O speakers deliver surprisingly good sound, but the 14-inch display is a bit underwhelming. With a resolution of 1920x1200 pixels, the screen is just average. While it handles web browsing and Excel sheets adequately, you’ll likely notice its limitations when watching high-quality videos or movies.</p>

    
  
    
  


<p>On the usability front, the large trackpad and well-sized keys make for a comfortable experience. The backlit keyboard is a welcome addition for working in low-light settings, and the key travel, while minimal, feels satisfying. The Firefly ships with Windows 11 pre-installed and includes Microsoft Office, adding extra value to the package.</p>

<p>Our test unit was powered by the Intel Core i5-1235U, which is perfectly adequate for everyday tasks. It features a total of 10 cores – eight efficiency cores and two performance cores – with support for Hyper-Threading, bringing the thread count to 12. The system includes two DDR5 RAM slots, and our review unit came with a single 16GB stick running at 4,800 MT/s. For most productivity workloads – like editing Word documents, creating presentations, or even light photo and video editing – 16GB is more than sufficient. And if you ever need more memory, there’s an empty slot available to bump it up to 32GB.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/06/HP-Z-Book-Review-1-1749451964884.webp" alt="HP Z Book Review-1.jpg" style="width: 100%; height: auto;">
      </div>
    </p><p>It’s also nice to see HP include a 512GB SSD, striking a good balance between storage space and speed.</p>



<p>Unfortunately, the laptop lacks a dedicated GPU, which limits its potential for heavier workloads. If you’re hoping to do some light gaming on the side, this won’t be the right pick. While the CPU can handle some video editing, tasks like timeline scrubbing and rendering are noticeably slower without a discrete graphics card. Given the price point, a dedicated GPU – even a modest one – would have added significant value.</p>

<p>Battery life on the HP ZBook Firefly is serviceable, offering around 3 to 3.5 hours of use without needing a charger. I expected better efficiency, especially given the laptop’s focus on portability and productivity. On the plus side, HP includes a 65W USB Type-C charger in the box. It’s reasonably fast and adds convenience, especially since you can top up the laptop with any compatible Type-C charger if you happen to leave the original one behind.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/06/HP-Z-Book-Review-3-1749451975774.webp" alt="HP Z Book Review-3.jpg" style="width: 100%; height: auto;">
      </div>
    </p>

<p>The ZBook Firefly is clearly aimed at office professionals who need a slim, lightweight laptop that’s powerful enough for everyday tasks. Its compact footprint makes it easy to carry, and the understated design is easy on the eyes. While it has just enough performance for routine work, the underwhelming battery life and lack of a dedicated GPU are noticeable compromises. At a price point of just over ₹70,000, the ZBook Firefly doesn’t offer quite enough to be an easy recommendation, especially when there are competing options that deliver better value for money.</p>

HP ZBook Firefly Review - Daily Driver

We put the HP ZBook Firefly through its paces to find out if this slim, lightweight machine can genuinely serve as the ideal everyday office companion.

<p>The hatchback segment in India isn’t what it used to be. These days, all the action is happening in the SUV and even MPV segments (see our cover). So, it’s a rare treat when we get to review a new hatchback. And it’s even more exciting when that hatchback comes with a diesel engine.</p>

<p>I spent a day with both the diesel and CNG versions of the recently launched Tata Altroz facelift. The new model comes with some tweaks while retaining some of the standout qualities of the outgoing version.</p>

<p>So, how much better is the new Altroz, and how does it stack up against rivals in the same price bracket? Time to find out.</p>

<h2>Tata Altroz Facelift Exterior Updates</h2>

<p>The dimensions of the Altroz remain unchanged, but the styling has received a notable update. There’s a clear emphasis on blacked-out elements, visible on the front end and the newly designed 16-inch alloy wheels. The LED headlamps now sport a sharper, more modern design, enhancing the overall look.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/05/Tata-Altroz-Facelift-1748336409778.webp" alt="Tata Altroz Facelift.jpg" style="width: 100%; height: auto;">
      </div>
    </p><p>Further adding to the contemporary appeal are the front flush door handles and connected tail lamps. While I wasn’t particularly taken with the design when I first saw the photos, I have to admit it looks significantly better in person. This is yet another attractively styled offering from Tata – something that’s become the norm of late. That said, I’d still consider swapping out the black alloys. They currently give off a bit too much of an EV vibe for my liking.</p>







<h2>Tata Altroz Facelift Interior Features &amp; Updates</h2>

<p>The dashboard has been redesigned and looks rather impressive. It houses a 10.25-inch touchscreen that was free of any lag during our time with the hatch. This unit supports wireless smartphone connectivity and includes a 65W USB-C port at the front, with another provided for the second row – a thoughtful addition that laptop users will certainly appreciate.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/06/Tata-Altroz-View-Of-Steering-Console-And-Instrumentation-1749464187723.webp" alt="Tata Altroz-View-Of-Steering-Console-And-Instrumentation.jpg" style="width: 100%; height: auto;">
      </div>
    </p><p>Tata has also introduced their illuminated, two-spoke steering wheel into the mix. The AC controls have been moved to a touch panel, which also houses buttons for switching to CNG mode and for activating the 360-degree camera. It’s great to see Tata offering a surround-view camera – the feed quality is decent – though the obstacle detection system does need some calibration. During our test, even when reversing on a flat, empty tarmac, the system repeatedly flagged non-existent obstacles and triggered warning alerts. An electronic sunroof and a larger ambient light strip further add to the interior appeal.</p>







<p>While you still get fabric seats, they provide excellent support and cushioning, particularly due to the new extensions at the base that offer better under-thigh support. This feature is also present in the rear seats. However, I do feel Tata missed a trick by not including powered &amp; ventilated front seats in this update.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/11/Tata_Altroz_Facelift_First_Drive_Review_autoX_Aakash_Rear_Seats-1763970185236.webp" alt="Tata_Altroz_Facelift_First_Drive_Review_autoX_Aakash_Rear_Seats.jpg" style="width: 100%; height: auto;">
      </div>
    </p><p>The second-row space is adequate, though knee room may feel just about enough for taller passengers. One surprising omission is the absence of a weight sensor on the rear bench. As a result, the seatbelt warning system requires the rear seat belts to be buckled even when no one is seated at the back – otherwise, the alarm keeps beeping.</p>







<h2>Tata Altroz Diesel &amp; CNG Driving Review</h2>

<p>The new Altroz is available with a choice between a 1.2-litre petrol and a 1.5-litre diesel engine, both offering the same outputs as before. The petrol variant is also offered with a CNG option, although the more powerful turbo-petrol version is yet to be introduced.</p><p>
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        <img src="https://images.autox.com/uploads/2025/06/Tata-Altroz-gear-lever-1749464179915.webp" alt="Tata Altroz-gear-lever.jpg" style="width: 100%; height: auto;">
      </div>
    </p>

<p>Notably, the Altroz remains the only hatchback to offer a diesel powertrain – a welcome change, especially given how punchy this motor is. It cruises effortlessly at highway speeds; however, at higher revs, engine noise and vibrations do become apparent. Both petrol and diesel engines suffer from a lack of low-end pulling power, which is noticeable in everyday driving.</p>

<p>The petrol engine is now available with a 5-speed AMT, while the CNG and diesel variants are paired with a 5-speed manual gearbox. While the gear shifts are generally easy, the throws are long, and there’s an occasional grinding sound mid-shifts. So, while the engine itself is reasonably competent, there haven’t been any notable improvements in terms of how it behaves.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/06/Tata-Altroz-Rear-Three-Quarter-1749464194255.webp" alt="Tata Altroz-Rear-Three-Quarter.jpg" style="width: 100%; height: auto;">
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<p>What does stand out, however, is the ride quality. Tata continues to deliver some of the best suspension setups in the business – the Altroz handles bumps with impressive composure while still offering good grip around faster corners. It may not be an outright driver’s car, but it comes remarkably close.</p>

<h2>Tata Altroz Facelift Price &amp; Verdict</h2>

<p>The new Altroz remains a well-rounded package – just as it always was. The refreshed styling and updated features make an even stronger case for it in today’s market. Even the introductory starting price of ₹ 6.89 lakh (ex-showroom) is quite competitive.</p>

<p>That said, the higher trims do feel a bit pricey and could have offered a few more features to justify the premium. If you’re looking for a diesel hatchback, the Altroz stands as your default choice. However, if you’re open to petrol or CNG, there are still several worthy contenders in the segment.</p><iframe width="1425" height="500" src="https://www.youtube.com/embed/vRR-HQN71v8" title="2025 Tata Altroz Review | Better Than a Compact SUV? | autoX" frameborder="0" allow="accelerometer; autoplay; clipboard-write; encrypted-media; gyroscope; picture-in-picture; web-share" referrerpolicy="strict-origin-when-cross-origin" allowfullscreen=""></iframe><p>[tabs]</p>






<p>[tab title="<strong>Tata Altroz Diesel</strong>"]</p>

<p><strong>Engine:</strong> 1,497cc 4-Cylinder</p>

<p><strong>Transmission:</strong> 5-Speed MT FWD</p>

<p><strong>Power:</strong> 89bhp </p>

<p><strong>Torque:</strong> 200Nm</p>

<p><strong>Fuel:</strong> Diesel</p>

<p><strong>Price:</strong> ₹11.29 Lakh Ex showroom</p>

<p><strong>X-Factor:&nbsp;</strong><em>The only diesel hatchback in the segment and one that is high on comfort.</em></p>

<table cellpadding="1" cellspacing="1">
    <tbody>
        <tr>
            <td>
                <p><strong>Pros &nbsp;</strong>&nbsp; &nbsp;&nbsp;&nbsp; &nbsp;&nbsp;&nbsp;<br>
                    •&nbsp; Updated design, comfortable seats, ride quality</p>

            </td>
            <td>
                <p><strong>Cons</strong><br>
                    • Rear camera calibration, vibey diesel engine</p>
            </td>
        </tr>
    </tbody>
</table>

<p>[/tab]</p>

<p>[tab title="<strong>Tata Altroz CNG</strong>"]</p>

<p><strong>Engine:</strong> 1,199cc 3-Cylinder</p>

<p><strong>Transmission:</strong> 5-Speed MT FWD</p>

<p><strong>Power:</strong> 72bhp </p>

<p><strong>Torque:</strong> 103Nm</p>

<p><strong>Fuel:</strong> Petrol, CNG</p>

<p><strong>Price:</strong> ₹11.09 Lakh Ex showroom</p>

<p><strong>X-Factor:&nbsp;</strong><em>The only diesel hatchback in the segment and one that is high on comfort.</em></p>

<table cellpadding="1" cellspacing="1">
    <tbody>
        <tr>
            <td>
                <p><strong>Pros &nbsp;</strong>&nbsp; &nbsp;&nbsp;&nbsp; &nbsp;&nbsp;&nbsp;<br>
                    •&nbsp; Updated design, comfortable seats, ride quality</p>

            </td>
            <td>
                <p><strong>Cons</strong><br>
                    • Rear camera calibration, vibey diesel engine</p>
            </td>
        </tr>
    </tbody>
</table>

<p>[/tab]</p>

<p>[/tabs]</p>

Tata Altroz Facelift First Drive Review - Still Got the Juice?

It’s not often you see a new hatchback in 2025, let alone one powered by diesel. But Tata has refreshed the Altroz, and we have driven both the diesel and CNG versions to see if it still delivers.

aakash paul

Articles By aakash paul