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

Dhruv is a sucker for speed. Show him a pair of wheels, and the first thing he’ll do is find out how fast they can go. He studied mainstream journalism, but life had other plans. During his first job interview, he found himself going on-and-on about his love for cars, and so the interviewer decided that he would be the perfect bloke to write about them. Apart from penning down words, Dhruv aspires to be a race car driver one day!

Embracing spontaneity and travelling to diverse corners of the country are the defining aspects of the lifestyle of an automotive journalist. However, amid all this thrill and excitement, the simplicity of a leisurely morning often eludes us – rare are the moments when we wake up on a Wednesday morning without a packed schedule, simply to chill.

Something similar happened recently, as I was again put on a familiar path of discovering on a Tuesday evening about an early departure the next morning for a drive in the MG Hector. The destination was Auli, Uttarakhand. At least, the prospect of journeying to a cold destination seemed promising, for it would be the perfect way to end the winter before the arrival of the impending summer.

https://www.youtube.com/watch?v=NfCigFOnLZY

As I reached the MG dealership in Noida, bleary-eyed in the morning, curiosity about the purpose of the drive began to gnaw at me. When I enquired with MG representatives about the agenda, they simply said that they only knew about our accommodation arrangements for the night; the rest was left to our discretion – quite unusual, I must say, for that’s not how things usually work. Joining me on this drive was Hiyan, our resident meme expert along with Karan and Vicky from another publication, who shared the car with us.

<img alt="MG Hector Auli Drive Rear Space" height="720" src="/uploads/2024/03/MG-Hector-Auli-Drive-Rear-Space.jpg" width="1280" />

Feeling a bit drowsy, I entrusted the wheel to Karan and by the time I opened my eyes, we were nearing Haridwar. The timing was fortuitous, for I drove the boys through the scenic Rajaji National Park route, which runs parallel to the regular Haridwar to Rishikesh route. From there, it was a brisk journey to Srinagar – our destination for the night.

The following morning, our journey to Auli commenced. With fuel levels running low, we patiently awaited the opening of fuel stations. By 8 o’clock, we were, once again, on the road. En route, we stumbled upon a charming bun-butter place next to the Alaknanda. Sipping on hot tea and relishing my pahadi breakfast, I couldn’t help but muse about how remarkable this drive was turning out to be. And it wasn’t solely about the company or the destination, though both of them were undeniably delightful. It was also the <a href="https://www.autox.com/new-cars/mg/hector/">MG Hector</a>.

<img alt="MG Hector Auli Drive Rear Three Quarter" height="720" src="/uploads/2024/03/MG-Hector-Auli-Drive-Rear-Three-Quarter.jpg" width="1280" />

During the journey, a friend who resided in the region and had been following my Instagram stories decided to join us on our drive to Auli. To our delight, he brought along his drone, allowing us to capture breathtaking aerial footage. As late afternoon descended upon us, we ascended towards Auli. The narrow, snow-covered hilly roads to Auli made things a bit hairy as we navigated through oncoming traffic. Upon reaching the summit, we soaked in the captivating views that surrounded us and engaged in conversations with locals. Soon, it was time to head to our hotel.

On the third and final day of the drive, something unusual happened – I woke up at 9 o’clock, a rare indulgence on a media drive. With only the return journey to Delhi on our agenda for the day, we realised that we had overlooked exploring the beautiful ski slopes of Auli the previous day in our eagerness to not miss out on the Hector experience. Furthermore, the good folks at MG had provided us with the <a href="https://www.autox.com/new-cars/mg/gloster/">Gloster</a> for the drive back to Delhi

<img alt="MG Hector Auli Drive 3" height="720" src="/uploads/2024/03/MG-Hector-Auli-Drive-3.jpg" width="1280" />

So, all four of us got into the Gloster and set off for Auli once again. This time, the drive was smoother, thanks to the AWD system, for it made the ascent effortless. We rode the cable car up and spent some time in the snow chilling, savouring every moment of it. It was then time to head back. Twelve hours of solid driving later, and we found ourselves back at the MG dealership.

<img alt="MG Hector Auli Drive Alloy Wheel" height="720" src="/uploads/2024/03/MG-Hector-Auli-Drive-alloy-wheel.jpg" width="1280" />

As I reflected on the past 72 hours, I realised that it was all about chilling. The combination of good company, an excellent destination, and, most importantly, the right vehicle can transform a seemingly monotonous drive into a blissful journey. The MG Hector and Gloster proved to be perfect for the drive, culminating in our arrival at ‘Chilling Point’ – a metaphorical summit of tranquillity and contentment!

Chilling Point: Bidding Goodbye to Winter with The MG Hector

It’s not every day you bid farewell to winter by frolicking in the snow. So, when the opportunity presented itself, we decided to master the art of chilling.

In metro cities, if one were to opt for the cost-effectiveness of CNG cars, one would have to relinquish the convince of automatic cars, for CNG cars are not offered with automatic transmissions. Such has been the case – that is, until now. Shattering the limits of this choice between the two, Tata Motors has introduced not one but two CNG cars equipped with automatic transmission – the Tiago and Tigor. We spent half a day with the latter to find out if it truly lives up to the hype.

<iframe allow="accelerometer; autoplay; clipboard-write; encrypted-media; gyroscope; picture-in-picture; web-share" allowfullscreen="" frameborder="0" height="315" src="https://www.youtube.com/embed/RkN8_imwXkY?si=trP_cvt9Wj_7nb0S&amp;controls=0" title="YouTube video player" width="560"></iframe>

<h2>Tata Tigor iCNG AMT Review: Step on It</h2>

As soon as I got the keys to the Tigor iCNG AMT, I wasted little time getting behind its wheel. Now, on its own, not much changed in the Tigor, but more on that later. The transmission on offer here is a 5-speed AMT (automated-manual transmission), which means that essentially, it is the same as the 5-speed manual on offer, but in the former, gear shifting and clutch action are taken care of by actuators. Step on the pedal, and the Tigor moves forward with ease. All you need is light throttle inputs to get around residential areas, and if you tread lightly, the gear shifts are remarkably smooth and quite intuitive. When pushed, the Tigor iCNG responds with a linear power curve, propelling you towards the red line, but the AMT takes a bit of time while shifting here, accompanied by the characteristic head nod.&nbsp;

<img alt="Tata Tiago 09" height="720" src="/uploads/2024/02/Tata-Tiago-09.jpg" width="1280" />

On the highway, the Tigor cruises comfortably at highway speeds. However, the kick-down effect of the transmission seems somewhat lacking. While attempting a quick overtake or even pressing the throttle urgently, the transmission refuses to shift down two gears immediately, and by the time it does, the overtaking opportunity disappears. This underscores the fact that the Tigor AMT, when running on CNG, prefers to be driven with a light foot.

To get a sense of the performance disparity, we tested the <a href="https://www.autox.com/new-cars/tata/tigor/">Tigor</a> in petrol mode. And one thing immediately became evident – the difference between the petrol and the CNG mode is discernible right from the get-go. While the power delivery remains linear, you do feel an added dose of torque propelling the tacho needle towards the red line with a tad more vigour in petrol mode. While the issue concerning the kick-down effect persists in petrol mode, it improves ever so slightly. Talking about things that get ever so slightly better. The NVH levels are slightly better in petrol mode, especially while cruising at triple-digit speeds. The difference, however, isn’t quite noticeable while driving in the city.

<img alt="Tata Tiago 02" height="720" src="/uploads/2024/02/Tata-Tiago-02.jpg" width="1280" />

The Tigor AMT also features a manual mode, which allows you to take control over gear shifts. If you want to hurry things up a bit, then the manual mode is your best bet. The lever falls to hand quite easily, and shifts are immediately, albeit with a slight jerk. So, it’s advisable to stick to the automatic mode for normal driving and switch to the manual mode when you are in a bit of a hurry.

<h2>Tata Tigor iCNG AMT Review: Anything else?</h2>

<img alt="Tata Tiago 04" height="720" src="/uploads/2024/02/Tata-Tiago-04.jpg" width="1280" />

Tata has introduced a new colour option for the Tigor called Meteor Bronze, which is also the colour of the car you see here. A new colour called Tornado Blue has also been introduced for the Tiago. Apart from these changes, both the Tigor and Tiago continue to be the same as before.

<h2>Tata Tigor iCNG AMT Review: Verdict</h2>

<img alt="Tata Tiago 06" height="720" src="/uploads/2024/02/Tata-Tiago-06.jpg" width="1280" />

So, the only major update is the introduction of an automatic transmission, for which Tata is asking for about Rs 60,000 more than the price of the manual CNG variant of the Tigor. The pricing remains competitive, particularly considering that the <a href="https://www.autox.com/news/car-news/tata-tiago-tigor-icng-with-automatic-transmission-launched-in-india-prices-start-at-rs-790-lakh-116096/">Tigor’s price is still under Rs 10 lakh (ex-showroom)</a>. To add some context, the AMT will make moving those CNG lines in rush hour a more comfortable experience as constant clutching in and out won’t be required. While a few more cosmetic updates would have refreshed its design, even without them, the Tigor iCNG AMT is quite a compelling package for an everyday city car and is likely to appeal to those looking for both the cost-effectiveness of CNG and the convenience of automatic transmissions.

[tabs]

[tab title="Tata Tigor iCNG AMT"]

Fuel: Petrol, CNG

Engine: 1199cc / 3-Cylinder

Transmission: 5 Speed AMT

Power: 72BHP @ 6000RPM (CNG)

Torque: 95Nm @ 3500RPM (CNG)

Price: ₹9.55 lakhs (Ex-Showroom)

X-Factor:&nbsp;It offers both the convenience of an automatic and the efficiency of CNG – a first for India!

<table cellpadding="1" cellspacing="1">
	<tbody>
		<tr>
			<td>
			Pros &nbsp;&nbsp; &nbsp;&nbsp;&nbsp; &nbsp;&nbsp;&nbsp; 
			•&nbsp; Smooth shifts

			•&nbsp; Ride quality
			</td>
			<td>
			Cons 
			• No Visual Updates
			</td>
		</tr>
	</tbody>
</table>

[/tab]

[/tabs]

Tata Tigor iCNG AMT Review: Convenience meets Efficiency

We, in India, are no strangers to CNG or automatic transmissions, but, for the first time ever, we get to experience both in the same car.

Just a little over a year after we first drove the XUV400, Mahindra launched the XUV400 EL Pro and the EC Pro. The key focus here is the ‘Pro’ suffix. You see, typically when a product receives such a designation, it implies that it has reached the height of its capabilities – in other words, it has become the best version of itself. So, to justify this designation, the Indian carmaker has made an array of changes to the electric SUV, thereby bringing it on par with its rivals. The question, however, remains – is the new XUV400 the best it can be?

https://www.youtube.com/watch?v=uQEp91sLD74

<h2>Mahindra XUV400 EL Pro Review: What’s Changed?</h2>

Now, the sole exterior change is the addition of a new colour option, called Nebula Blue. However, the unit we tested was finished in Everest White, with a Copper roof. While it’s not the most modern design, it also doesn’t look old. The copper finish adorning the exterior actually makes it stand out amid a sea of monotone cars. It is only when juxtaposed with truly a contemporary design, for instance, that of the new the Tata Punch EV – <a href="https://www.autox.com/reviews/car-reviews/tata-punch-ev-review-is-this-the-small-electric-suv-india-has-been-waiting-for-115919/">you can read about it here</a> – that you realise the age of the XUV400’s design.

&nbsp;<img alt="Mahindra XUV400 Facelift Front Three Quarter" height="720" src="/uploads/2024/02/Mahindra-XUV400-Facelift-Front-Three-Quarter.jpg" width="1280" />

Unlike the exterior, the interior has undergone a significant transformation. The shift to the beige theme from the previous black of the older model makes a world of difference to the overall ambience of the car. While the interior space is the same as before, its perception has changed quite a bit – it now seems to be more spacious than before. Another notable transformation comes in the form of the screens. Both the instrument cluster and the touchscreen have been updated and now run the Adrenox system, which was introduced with the XUV700. The graphics of the instrument cluster bear a close resemblance to that of the bigger SUV, apart from the elements that highlight its ‘EV’ nature. The displays are crisp and offer good contrast; even the touch response of the infotainment screen is excellent. While the visual aspect of the overall audio-visual experience is commendable, the same cannot be said about the audio side of things. The quality of the speakers is passable at best, but the biggest problem is the clarity of the audio, particularly when playing bass-rich tracks at high volume.

<img alt="Mahindra XUV400 Facelift Infotainment Screen" height="720" src="/uploads/2024/02/Mahindra-XUV400-Facelift-infotainment-screen.jpg" width="1280" />

The EV also gets wireless Apple CarPlay and Android Auto; however, Mahindra says they will be added later through OTA updates for the system’s firmware. The centre console has also been reworked – while it retains aspects of the previous interactions, it now has a new button layout, giving it a bit bolder appearance and making it easier to use.

At the back, the XUV400 now has rear AC vents, charging options for smartphones, and a storage slot, all of which are significant updates. Lastly, Mahindra has also reorganised the variant line-up, now offering the smaller 34.5kWh battery pack with all the top-end features. This means that if you want a fully loaded EV for urban commuting with all the bells and whistles, you’ll find the XUV400 to be well-equipped for the job.

<h2>Mahindra XUV400 EL Pro Review: Driving Experience</h2>

Mechanically, nothing has changed, which is good, for the driving experience of the XUV400 was already pretty sorted and refined. There are three driving modes on offer – Fun, Fast, and Fearless – each modifying the car’s behaviour. The Fun mode is the most sedate mode, suitable for most urban driving scenarios, with linear throttle response and a capped top speed of about 90km/h. If you are looking for a little more excitement, you can switch to the Fast mode, which sharpens the electric motor’s response and removes the top-speed limit, making it suitable for both city and highway driving. The Fearless mode, on the other hand, unleashes the motor’s full potential, which makes it suitable only for those scenarios that demand rapid acceleration and should not be engaged in normal driving conditions, for the throttle response in this mode becomes a bit erratic.&nbsp;Mahindra has integrated regenerative braking into the drive modes, with the Fun mode offering the most aggressive setting, which gradually reduces as you climb up the driving modes.

<img alt="Mahindra XUV400 Facelift View Of Steering Console And Instrumentation" height="720" src="/uploads/2024/02/Mahindra-XUV400-Facelift-View-Of-Steering-Console-And-Instrumentation.jpg" width="1280" />

The main highlight of the XUV400 continues to be its ride quality. With its plush suspension setup, driving on the roads of Delhi NCR was a breeze – there was not even a single instance when it was pushed to its limits. In fact, the soft suspension actually allows you to go over speed breakers without any need to reduce to crawling speeds. Now, this does compromise the handling side of things a bit, but if you are just cruising around, you will hardly notice any difference. It’s only when pushing the vehicle through winding roads with your foot down that you will notice that the XUV400 struggles to keep up.

<h2>Mahindra XUV400 EL Pro Review: Verdict</h2>

<img alt="Mahindra XUV400 Facelift Rear Three Quarter" height="720" src="/uploads/2024/02/Mahindra-XUV400-Facelift-Rear-Three-Quarter.jpg" width="1280" />

The phrase ‘better late than never’ perfectly encapsulates Mahindra’s effort with the XUV400 Pro. With a substantial price reduction, the addition of several feel-good features, and the introduction of a new colour option, Mahindra <a href="http://www.autox.com/news/car-news/mahindra-xuv400-pro-range-launched-in-india-at-rs-1549-lakh-gets-new-interior-1025-inch-screens-and-more-115820/">has undeniably revitalised its offering</a>. That said, one look at its rivals, like the Nexon EV, the MG ZS EV, or even the newly launched Punch EV, is enough to realise the need for more substantial updates in bringing the XUV400 in line with contemporary standards. It appears that Mahindra’s vision for modern EVs is reserved for its upcoming electric offerings, set to make appearances throughout the year. In the meantime, however, if you are looking for a comfortable, easy-to-drive electric SUV, the XUV400 indeed is a compelling option.

[tabs]

[tab title="Mahindra XUV400 Pro"]

Motor: Single PMS

Battery: 39.5 KWH Li-ion

Power: 148bhp

Torque: 310NM

Range: 456km (MIDC CYCLE)

Price: ₹17.49 Lakh (Ex-Showroom)

X-Factor:&nbsp;A comfortable electric SUV with better features and a reduced price tag.

<table cellpadding="1" cellspacing="1">
	<tbody>
		<tr>
			<td>
			Pros &nbsp;&nbsp; &nbsp;&nbsp;&nbsp; &nbsp;&nbsp;&nbsp; 
			•&nbsp; Plush Ride Quality

			•&nbsp; Touchscreen UI

			•&nbsp; Ease of Driving
			</td>
			<td>
			Cons 
			• Audio Quality
			</td>
		</tr>
	</tbody>
</table>

[/tab]

[/tabs]

2024 Mahindra XUV400 EL Pro Review: Better Interior, New Features and a Price Cut

Does the Mahindra XUV400 ‘Pro’ have all the necessary changes to compete with its rivals, or is it just a flash in the pan?

Riding shoes play a crucial role in the overall riding experience; however, they are of little use when you are off the motorcycle, thereby posing a dilemma of choice between convenience and protection for those who ride to work or even in general. Clan Shoes has ingeniously addressed this issue with an innovative solution – the SNKR Stealth Edition. These riding shoes are cleverly designed sneakers, and so, they are comfortable to wear off the motorcycle.

Also Read:&nbsp;<a href="https://www.autox.com/exclusive-stories/royal-enfield-escapade-helmet-review-best-adventure-helmet-in-rs-5000-in-india-115935/" rel="bookmark" title="Royal Enfield Escapade Review: Best Adventure Helmet in Rs 5,000 in India?">Royal Enfield Escapade Review: Best Adventure Helmet in Rs 5,000 in India?</a>

What sets these shoes apart is Clan’s precise sizing guide, which ensures a perfect fit for your feet. In terms of protection, the rigid sole and heavily guarded toes and heel offer robust safety. The sole in particular is quite well constructed, and despite its thickness, it provides a good tactile feel of the motorcycle’s controls. The sneakers are also available in a waterproof version, which is what we have been using. Under everyday conditions, they effectively repel water, although we haven’t had a chance to extensively test them under heavy rains.

Also Read:&nbsp;<a href="https://www.autox.com/exclusive-stories/midland-bt-mini-intercom-system-review-roam-com-115551/" rel="bookmark" title="Midland BT Mini Intercom System Review: Roam-com!">Midland BT Mini Intercom System Review: Roam-com!</a>

Now, usually riding boots are bulky and have very little to offer in terms of attractive design, but these sneakers look very stylish, particularly with a pair of jeans. You can find entry-level riding boots in a similar price range with marginally better protection, but the comfort and practicality of the SNKR Stealth Edition far surpasses what riding boots provide. Ultimately, its good value for money, but no the ultimate protection omney can buy.

Clan Sneakers Riding Shoes Review: Urban Warrior

The everyday grind requires a motorcycle boot that can also act as an everyday shoe, and the latest sneakers by Clan Shoes might just be the best solution to the problem.

Last month, I raved about the Tiago EV for reducing my running costs. Now, this month being my last with the Tiago EV, I decided to put it through the Acid Test in an attempt to assess its full range of capabilities in various conditions, and the results were a little surprising.

The idea was to drive the Tiago EV from 100 per cent down to 1 per cent to see how much distance it could cover. I have always been a staunch believer that the Tiago EV is not a highway car, but in this case, I made an exception. A good 60 per cent of the battery was depleted while driving on the highway, and the rest 40 per cent in the city. To my surprise, the Tiago EV managed to cover a distance of 167km. Now, this kind of range is good for the city, but not so much on the highway, where one might have to make detours or change plans. This makes the Tiago EV not very reliable for last-minute plan changes or emergencies.

Now, in terms of highway performance, the EV accelerates swiftly to 70 – 80km/h, However, beyond that, it becomes a bit of a struggle. While it can reach a speed of about 120km/h, there is not enough power left for quick overtakes, which can be very limiting on highways.

The good thing is that as the Tiago EV’s battery level drops, it doesn’t undergo a sudden change in behaviour. You get a low-battery warning at around 10 per cent, which is when the power output starts tapering off. Below this level, the top speed gets limited to 50 km/h, transforming the Tiago EV into a moving roadblock. The optimal range for enjoyable driving is when the battery level is between 100 and 10 per cent. In short, the Tiago EV is a great city car but lacks the quality for being your only car, for its highway performance leaves you wanting for more.

Also Read:&nbsp;<a href="https://www.autox.com/long-term-reports/tata-tiago-ev-long-term-review-december-2023-report-115596/">Tata Tiago EV Long Term Review, December 2023 Report</a>

Also Read:&nbsp;<a href="https://www.autox.com/long-term-reports/tata-tiago-ev-long-term-review-november-2023-report-115293/">Tata Tiago EV Long Term Review, November 2023 Report</a>

[tabs]

[tab title="LOGBOOK"]

When it came : October 2023

Current odo reading : 6,652km

Mileage this month : 450km

Real World Range (As Tested) : 167km

What’s good : City Range

What’s not : Highway Range

[/tab]

[/tabs]

Tata Tiago EV Long Term Review, January 2024 Report

In terms of highway performance, the Tiago EV accelerates swiftly to 70 – 80km/h, However, beyond that, it becomes a bit of a struggle. While it can reach a speed of about 120km/h, there is not enough power left for quick overtakes, which can be very limiting on highways.

Having spent a good amount of time navigating the city with the Karizma, I was eager to subject it to the ultimate test of riding it on open roads. With the winter holidays approaching, I thought that it was the perfect opportunity to assess the Karizma’s performance on the highway. My destination wasn’t too distant – a 75km ride home from where I stay in Noida, with a variety of highways, some crowded and some not so much, along the way, proving an ideal mix for my indented purpose with the Karizma.

What immediately stood out about the Karizma is that its engine is built for munching miles on the highway. Around the 110 – 115 km/h mark, you hit the sweet spot, where the vibrations settle down and the liquid-cooled engine seems quite happy to thrum along. And, you still have enough grunt left for overtaking other vehicles on the road. In act, the transmission is one step better as it slots into position with a twitch of your foot. Not just that, the gearing is quite good as well as you are never left hunting for power, nor are you always on the boil. Now, I wouldn’t recommend a higher cruising speed, for the Karizma not only begins to lose some of its grunt after that but also becomes a bit unsettling in terms of braking performance.

Mind you, I am not saying the brakes are not good – in fact, they offer good bite in most conditions. The ABS calibration, however, isn’t perfect. While riding over a lightly bumpy surface at triple-digit speeds, I noticed some instances when the mere thought of engaging the brakes was enough to trigger the Karizma’s ABS, leaving me momentarily without brakes when I needed them the most. This can be a cause of concern for novice riders. That said, I love how the Karizma can just sit at those speeds all day long and yet remain stable. It’s also quite adept at quick direction changes at high speeds. The only remaining question is if this engine tends to run hot in the summer, but to find that out, we will have to wait for a few months.

As my time with the Karizma comes to a close, I couldn’t help but wonder if it evokes the nostalgia of the OG Karizma. Perhaps not, but in terms of cutting it in the real world, the Karizma XMR undeniably does an admirable job.

Also Read:&nbsp;<a href="https://www.autox.com/long-term-reports/hero-karizma-long-term-review-december-2023-report-115597/">Hero Karizma XMR Long Term Review, December 2023 Report</a>

Also Read:&nbsp;<a href="https://www.autox.com/long-term-reports/hero-karizma-long-term-review-november-2023-report-115305/">Hero Karizma XMR Long Term Review, November 2023 Report</a>

[tabs]

[tab title="LOGBOOK"]

When it came : July 2023

Current odo reading : 6,543km

Mileage this month : 1,433km

Fuel efficiency : 17.5km/l

What’s good : High Mileage Potential

What’s not : Low-End Performance

[/tab]

[/tabs]

Hero Karizma XMR Long Term Review, January 2024 Report

Around the 110 – 115 km/h mark on the Hero Karizma XMR, you hit the sweet spot, where the vibrations settle down and the liquid-cooled engine seems quite happy to thrum along.

Two years ago when Tata launched the Punch, I wondered, who wants an SUV that small? Apparently, a lot of people, because it flew off the shelves like hot cakes. Back to the present, I was standing in front of the Punch EV, key in hand, revisiting the same question. I had flown down from Delhi to Bengaluru to give Tata’s latest EV a spin around the outskirts of India’s Silicon Valley, but, this time around, the SUV in question was not just an EV. It also costs about five lakh rupees more. Could Tata replicate the success of the original Punch with the Punch EV?

https://www.youtube.com/watch?v=WpSeaGsLFEA

<h2>Tata Punch EV Review: Starting Off Right</h2>

A great way to sell something is to make it look good. That’s the strategy Tata Motors has employed for many years, and it has served them well. The Punch EV continues with that tradition. And for good measure, it has an almost uncanny resemblance to its elder sibling, the Nexon EV. What stands out for me, in this case, is that Tata has managed to give the Punch EV a boxy appearance with minimal use of straight-cut lines. The design just flows from one panel to the other, giving it a rather cohesive look. They have gone ahead and even used some complicated design elements such as the vertically stacked headlamp cluster and the air dam down below, but all of it comes together to look quite simple. yet futuristic. On the sides, the similarities to the petrol Punch start becoming evident, with only a couple of EV badges and a modified wheel design making up the changes, and by the time you reach the back, you can hardly tell the difference between the two. It is quite clever, to be honest. A completely fresh design at one end and comfortable familiarity at the other.

<img alt="Tata Punch EV Exterior" height="720" src="/uploads/2024/01/Punch-ev-5-.jpg" width="1280" />

<h2>Tata Punch EV Review: Fresh Outside, Fresher Inside</h2>

It is important for any car to have a striking design on the outside, and the Punch EV ticks that box in spectacular fashion, but, what is even more important is for the interior of a car to leave a lasting impression. Tata has carried over the basic dashboard design of the petrol Punch, but if you didn’t look at the two of them side-by-side, you would probably never realise it. And that is because everything that sits on the dashboard is pretty much new.

<img alt="Tata Punch EV Digital Instrument Cluster" height="720" src="/uploads/2024/01/Punch-ev-3-.jpg" width="1280" />

Now over the years, Tata’s exterior designs have been great, but I have always found the interior to be a bit lacking. And at long last, Tata’s fixed that. The steering wheel wears a handsome dual-tone leather cover and has a rectangular piano black finish in the centre, with the Tata logo emanating from it once the ignition comes on. The instrument cluster is an all-digital affair, and no longer looks like an afterthought like that of the petrol Punch, or countless other Tata cars. The graphics are crisp and well laid out, and there is clear contrast so legibility is great. In short, it is well-designed, and packs in a host of functionality as well. The touchscreen falls in the same category. The only thing you can add to it is the fact that the touch response is great too. Tata is also offering a feature called Arcade.ev, which is essentially an application store with games and other applications that you can interact with while charging the Punch EV.

Also Read:&nbsp;<a href="https://www.autox.com/reviews/car-reviews/2024-hyundai-creta-review-sands-of-time-115877/" rel="bookmark" title="2024 Hyundai Creta Review: Sands of Time">2024 Hyundai Creta Review: Sands of Time</a>

The climate control functions are also brand new. Gone are the buttons you would find on the petrol Punch, and instead, you get a capacitive touchscreen. I am not a big fan of those, but it’s hard to fault how Tata has done it up. There is a good gap between the different functions. They are all clearly marked and the response is instantaneous. And, there are toggle switches for temperature and fan control, meaning you don’t need to take your eyes off the road to adjust the most commonly used controls.&nbsp;

<img alt="Tata Punch EV Steering" height="720" src="/uploads/2024/01/Punch-ev-2-.jpg" width="1280" />

However, while most of it is great, I do want to point out a few things that are a bit of a problem, or could have been done better. The piano black finish on the steering wheel, centre console, and central tunnel all look fabulous but are also fingerprint and dust magnets. Not only that, they also tend to get scratched pretty easily. And once that happens, it is not at all a pretty sight. The steering wheel, apart from the piano black finish, also uses a matte black plastic cover to house the airbag assembly, and there is no other way to put this - it looks ugly. The irony is that 90 per cent of the things have been done exquisitely well, but the one thing that hasn’t been done well is a downright eyesore.

<h2>Tata Punch EV Review: Party Tricks</h2>

We have already talked about the Punch EV being quite a bit more expensive than the petrol Punch. After all, it is an electric vehicle and that takes its sweet toll on the price tag. The only way to mitigate the side effects of that handicap is for the Punch EV to have a few party tricks of its own. And, I am happy to report that it doesn’t disappoint.

First up is the bird’s eye view, or as the brochure likes to call it, a 360-degree camera. Now, whether a 360-degree camera is required or not on a car the size of the Punch EV is a separate issue, but as far as the quality goes, it’s pretty good. Not the best in the business, but not far from it either. As far as its use case goes, people who find parking in tight places will find it handy. And let us not forget the blind view monitor function that is part of the package, which honestly, is great for India where road users take up every square-inch of the road surface possible.

<img alt="Tata Punch EV Sunroof" height="720" src="/uploads/2024/01/SUNROOF-1.jpg" width="1280" />

You also get ventilated seats. There is also a sunroof, mood lighting which changes according to the music, a cooled glove box, an auto-dimming IRVM, an electronic parking brake, all-wheel disc brakes, and an air purifier. Then there is the fact that six airbags, ESP and ISOFIX are standard across the variant line-up. All of these features, slowly and steadily, start justifying the high pricing of the Punch EV.

Also Read:&nbsp;<a href="https://www.autox.com/reviews/car-reviews/2023-kia-sonet-review-still-numero-uno-115812/" rel="bookmark" title="2024 Kia Sonet Review: Still Numero Uno?">2024 Kia Sonet Review: Still Numero Uno?</a>

<h2>Tata Punch EV Review: Punching Through</h2>

All, then, there is left to talk about is the electric powertrain of the Punch EV. When I had first driven the petrol Punch, the biggest chink in its armour was the powertrain. It was smooth but underwhelming in its performance. I had feared a similar fate for the Punch EV and surprisingly, I was wrong. As far as the LR version of the Punch EV with the 120bhp and 190Nm is concerned, it can be quick, depending on which mode you are in. Eco has a sedate throttle response, perfect for cruising about, but if required, it can actually propel the Punch EV up to triple digit speeds with ease, before topping out at 120 km/h. City mode removes the speed cap and sharpens the throttle response, and honestly, both these modes are quite usable on an everyday basis. If you really want to liven up things, then, there is nothing but the Sport mode that will float your boat. It’s not hair-raisingly quick but the throttle response becomes sharp enough that making gaps becomes as easy as putting your foot down. I did, however, find some odd vibrations emanating from the motor as I put the pedal to the metal. Ultimately, I found City to be the best all-round mode for the Punch EV.

<h2>Tata Punch EV Review: Verdict</h2>

<img alt="Tata Punch EV Exterior Rear" height="720" src="/uploads/2024/01/Punch-ev-6-.jpg" width="1280" />

Coming back to my original question, does the Punch EV live up to the benchmark set by the petrol Punch. From the looks of it, it is doing everything and goes even beyond the expectations that were set before it. But in the process, the price has also ballooned a decent bit. And that means that those looking to buy the Punch, and those looking to buy the Punch EV, will be two very different sets of people. The petrol Punch works wonderfully well as the first car in the garage and that is where its audience lies, as for the Punch EV, it’s for those who want to add a second or a third car to their garage and want it to be an EV as well.

[tabs]

[tab title="Tata punch ev"]

Motor: Single PMS

Battery: 35 kWh Li-ion

Power: 120BHP

Torque: 190NM

Price: ₹15.49 Lakh (Ex-Showroom)

X-Factor:&nbsp;A great all-round package with no real rival

<table cellpadding="1" cellspacing="1">
	<tbody>
		<tr>
			<td>
			Pros &nbsp;&nbsp; &nbsp;&nbsp;&nbsp; &nbsp;&nbsp;&nbsp; 
			•&nbsp; Plush Ride Quality

			•&nbsp; Feature-loaded

			•&nbsp; Audio quality
			</td>
			<td>
			Cons 
			• Rear-seat space

			•&nbsp; Scratchy plastics
			</td>
		</tr>
	</tbody>
</table>

[/tab]

[/tabs]

Tata Punch EV Review: Is this the Small Electric SUV India has been Waiting for?

The Punch EV looks like a shockingly good package on paper, but does it meet those expectations in the real world? We take it for a spin on India's Silicon Valley outskirts to find out.

It has been nine years since Hyundai unleashed the Creta onto Indian roads, and in that time, it has not only set benchmarks but also surpassed milestones that most other cars can only aspire to achieve. A testament to this monumental success is the noteworthy achievement of selling more than 9 lakh units since 2015. What’s more, the compact SUV also accounts for 44 per cent of Hyundai India’s total SUV sales. The Creta, then, is important not only for Hyundai but also for Indian car buyers, considering that it has consistently set benchmarks in the segment in terms of design, features, powertrain options, driving experience, and overall quality.&nbsp;

Now, with the arrival of the new Creta, the question is – can it live up to the legacy of its almost decade-old predecessor?

<iframe allow="accelerometer; autoplay; clipboard-write; encrypted-media; gyroscope; picture-in-picture; web-share" allowfullscreen="" frameborder="0" height="315" src="https://www.youtube.com/embed/0U-7IvVlNzk?si=-yAeTK2W8tz0OcON" title="YouTube video player" width="560"></iframe>

<h2>2024 Hyundai Creta Review: Red Carpet Arrival</h2>

Let’s begin with the Creta’s design. While the outgoing model of the SUV was known for its design, it was a bit polarising – you either loved it or hated it. The new iteration of the SUV, on the other hand, dispenses with that, presenting a design that’s fresh, muscular, and undeniably SUV-like. It's a design that would warrant rolling out the red carpet. What makes it even better is the sheer simplicity with which the <a href="https://www.autox.com/new-cars/hyundai/creta/">Creta</a> achieves this transformation. Gone are those extravagant elements that clamoured for attention, and instead, it now gets elements that give it a more cohesive and harmonious look.&nbsp;

Take, for instance, the Creta’s face. Despite incorporating bold elements – like the LED bar running across the car’s width, connecting the two DRLs on each side, huge grille, and vertically stacked headlamps – the Creta’s face now exudes a cohesive look. The rear end of the SUV tells a similar story, with an LED bar connecting the two tail lamps. Overall, the design seems well-integrated and suits its stance.

<img alt="2024 HYUNDAI CRETA EXTERIOR" height="720" src="/uploads/2024/01/2024-HYUNDAI-CRETA-WEB-5.jpg" width="1280" />

Inside the cabin, the Creta has undergone a similar transformation. The previous model’s cabin had all the bells and whistles, but everything seemed a bit scattered. The touchscreen, in particular, I think, was the most problematic of all. All that, however, has changed with the new Creta. <a href="https://www.autox.com/new-cars/hyundai/">Hyundai</a> has completely reworked the dashboard. While a bit asymmetrical in design, the use of the different layers and colours gives it a stunning appearance. The touchscreen and the instrument cluster are now housed within the same enclosure, something similar to what Kia has done in the new Seltos. I particularly like the enhanced functionality that it offers. The screen discreetly remains hidden when you don’t need it but is effortlessly at your fingertips when needed.&nbsp;

<img alt="2024 HYUNDAI CRETA TOUCHSCREEN" height="720" src="/uploads/2024/01/2024-HYUNDAI-CRETA-WEB-9.jpg" width="1280" />

The two 10.25-inch screens offer vibrant colours and crisp graphics. The instrument cluster is all new as well. The graphics are similar to that of the Alcazar, considerably adding to the overall in-cabin experience. One of the highlights of the instrument cluster is its adaptive theme, changing dynamically based on the selected drive mode, and I must say that each of them has been designed beautifully and with exquisite attention to detail. The interior colours now exude liveliness, and in the turbo-petrol and diesel variants we tested, the minimal use of black imparts a distinctly upmarket ambience to the cabin, enhancing the overall appeal of the Creta’s interior.&nbsp;

<img alt="2024 HYUNDAI CRETA INTERIOR" height="720" src="/uploads/2024/01/2024-HYUNDAI-CRETA-WEB-3.jpg" width="1280" />

Also Read:&nbsp;<a href="https://www.autox.com/reviews/car-reviews/2023-kia-sonet-review-still-numero-uno-115812/" rel="bookmark" title="2024 Kia Sonet Review: Still Numero Uno?">2024 Kia Sonet Review: Still Numero Uno?</a>

<h2>2024 Hyundai Creta Review: Punchy Performance</h2>

Now, while the red carpet demands an appealing presence, which the Creta has in abundance, truly captivating the audience requires a performance worthy of applause. And the Creta doesn’t disappoint in this regard. Of the two variants we tested, I drove the new 1.5-litre turbo-petrol engine variant first. Hyundai only offers a 7-speed dual-clutch transmission (DCT) with this engine. This combination is undeniably one of the most in-sync powertrains that I have experienced in recent times. The turbo-petrol motor exhibits such a level of refinement and smoothness that, during our time with the car, it was almost impossible to know if the engine was on or not when idling. And the moment you put your foot down, you’ll find yourself going faster than you’d have anticipated. Some of the credit for this refined performance also goes to the DCT. When driven sedately, it seamlessly upshifts at the earliest opportunity, and the shifts are so smooth that they are hardly discernible. And when you want to go fast, the shifts become lightning-quick. In fact, the kick-down experience, when flooring the thottle in a higher gear, is easily one of the best. The fuel efficiency remains respectable with this engine-transmission combination, as long as you take it easy.&nbsp;

<img alt="2024 HYUNDAI CRETA ENGINE" height="720" src="/uploads/2024/01/2024-HYUNDAI-CRETA-WEB-2.jpg" width="1280" />

However, if you are looking for more efficiency, the 1.5-litre diesel engine of the Creta is the one to consider. We had the opportunity to drive this engine with a 6-speed manual transmission, and it stands out as one of the most efficient powertrain combinations in the segment. However, what really impressed me was not just the fuel efficiency but the refinement of this diesel powertrain. You see, given that it’s a diesel unit, I wasn’t expecting complete silence inside the cabin. But, Hyundai has managed to successfully eliminate unnecessary clatter, transforming the engine noise into more of a hum, which is easily drowned in the rich sound of the BOSE audio system. As for the manual transmission, the clutch is light and the gear throws are relatively short. In short, it feels buttery smooth to operate.

<img alt="2024 HYUNDAI CRETA WHEEL" height="720" src="/uploads/2024/01/2024-HYUNDAI-CRETA-WEB-8.jpg" width="1280" />

The Creta’s powertrains, then, offer a commendable performance. However, the most pivotal aspect of a family car or an SUV is its ride quality. And it’s in this regard, that the Creta needs to excel, and for the most part, it does. Allow me to explain. Hyundai has strengthened the crash members of the chassis, and that has led to a new tune for the suspension. Now on flat, flowing highways, the Creta simply wafts along without any fuss. But, on uneven road undulations, the Creta starts to lose of bit of its composure. It’s not downright uncomfortable, but after experiencing its otherwise luxurious ride, it feels somewhat disappointing. Now, during the test, we drove with slightly inflated tyre pressures on the road surface that was less than ideal. Plus, we had only a couple of people on board. We would be able to offer a more comprehensive evolution in this regard once we have the car for a longer duration.

<img alt="2024 HYUNDAI CRETA OFFROAD" height="720" src="/uploads/2024/01/2024-HYUNDAI-CRETA-WEB-7.jpg" width="1280" />

As for handling, the Creta was never a corner-carver, and it still is not. It can take on corners, but it doesn’t really like being hustled around them. The steering feels quite effortless to use in the Eco and Normal drive modes, but in the Sport mode, it becomes a little too heavy for my liking.

Also Read:&nbsp;<a href="https://www.autox.com/reviews/car-reviews/2023-tata-safari-review-is-it-more-than-just-an-iconic-nameplate-115084/" rel="bookmark" title="2023 Tata Safari Review: More than Just an Iconic Nameplate?">2023 Tata Safari Review: More than Just an Iconic Nameplate?</a>

<h2>2024 Hyundai Creta Review: Star Power</h2>

In terms of automotive star power, it’s undeniably the features that take centre stage. After all, car features have evolved to a point where they can rival the comfort of a living room. And if you like your car to be full of features, you will simply love the Creta. It has always been a feature-rich offering, with bits like a panoramic sunroof, an electronic parking brake, fully digital screens, connected car technology, ventilated seats, and so on. The new Creta, now, comes with ADAS. This Level 2 system comprises 19 active safety features, ensuring your safety on the road. Moreover, the Creta now comes with dual-zone climate control for both the driver and front passenger. Plus, Hyundai has made 36 safety features, including six airbags, standard across the variant line-up.

<h2>2024 Hyundai Creta Review: Verdict</h2>

<img alt="2024 HYUNDAI CRETA REAR" height="720" src="/uploads/2024/01/2024-HYUNDAI-CRETA-WEB-6.jpg" width="1280" />

So, with its red-carpet-worthy appearance, punchy performance, and star power, does the Hyundai Creta uphold its almost decade-long legacy of being one of the most well-rounded compact SUVs? The short answer is, a resounding yes. It checks enough boxes across various aspects to stake a claim to that title. The new Creta sports more appealing aesthetics and is equipped with better powertrains than before, along with a feature list that has grown slightly longer. The only drawbacks include a somewhat jittery ride quality on less-than-ideal roads and a second row that may not be the most comfortable for tall passengers. Except for these two limitations, the Creta is undeniably one of the best options in the segment.

[tabs]

[tab title="Hyundai Creta"]

Engine: 1,482 cc / 1493 CC

Fuel: Petrol / Diesel

Transmission: 7-Speed dct / 6-Speed mt

Power: 158BHP @ 5,550RPM / 114BHP @ 4,000RPM

Torque: 253Nm @ 1,500-3,000 RPM / 250Nm @ 1,500-2,750 RPM

Price: ₹11-20.15 Lakh (Ex-Showroom)

X-Factor:&nbsp;All-rounded suv that now looks like a million bucks.

<table cellpadding="1" cellspacing="1">
	<tbody>
		<tr>
			<td>
			Pros &nbsp;&nbsp; &nbsp;&nbsp;&nbsp; &nbsp;&nbsp;&nbsp; 
			•&nbsp; Engine refinement

			•&nbsp; Interior Quality

			•&nbsp; Feature-loaded
			</td>
			<td>
			Cons 
			• Rear-seat comfort
			</td>
		</tr>
	</tbody>
</table>

[/tab]

[/tabs]

2024 Hyundai Creta Review: Sands of Time

Ageing is usually not good for a superstar; however, the Hyundai Creta, unlike any other typical superstar, seems to be getting better with age. We drive it to find out if that truly is the case.

Roll back the time machine to 2020, and that was the first time I laid eyes on the Kia Sonet. It was a handsome looking SUV, but what really bowled me over about it was the fact that Kia had gone the whole nine yards when it came to delivering a complete experience. Right from the powertrain combos, to the design, and lest we forget - a bucketload of features. Furthermore, with the option of a host of variants and price points, it could truly be said that there was a Sonet for everyone. And all of that made it a segment benchmark. Fast-forward back to present day, and the Sonet’s rivals have made leaps and strides, cutting into its lead. To make things right, Kia has given the Sonet a facelift, and the question that now needs to be answered is - can it once again recreate the magic that set it apart in the first place?

<h2>2024 Kia Sonet Review:&nbsp;Still A Looker</h2>

<iframe allow="accelerometer; autoplay; clipboard-write; encrypted-media; gyroscope; picture-in-picture; web-share" allowfullscreen="" frameborder="0" height="315" src="https://www.youtube.com/embed/HQx5MOnp6vw?si=cTtTTZFhuGPVDZ--" title="YouTube video player" width="560"></iframe>

Kia’s Sonet has undergone a bunch of changes on the cosmetic front, starting with its front-end. The headlamps now have an inverted ‘L’ design, quite reminiscent of the XUV700 if I am being honest. The grille, bumper and the fog lamps too have gone under the scalpel, and all of these changes have given the Sonet’s front-end a sharp look. At the side, the only change are the alloy wheels, and the sharpness that we saw in the front, has been carried over to the rear as well. The tail lamps are connected by an LED bar which also serves as a brake light. The rear bumper, along with the skid plate, has been tweaked as well, and overall, the Sonet now looks fresh. In my opinion, the Sonet looks better than before.

<h2>2024 Kia Sonet Review:&nbsp;Under The Bonnet</h2>

If you take a peak in the Sonet’s engine bay, you will that the Kia Sonet’s three engine options continue to be on offer. The 1.2-litre, naturally-aspirated, petrol engine is the most sedate offering, and if you want to dial things up a notch, there is the 10-litre, turbo-petrol motor, and lastly, there is the 1.5-litre diesel engine, which feels punchy, and is efficient at the same time. With the NA engine, Kia only offers a 5-speed manual transmission. With the turbo-petrol motor, you can choose between a 6-speed manual, or a 7-speed DCT. The diesel engine offers the most amount of choice as you get to choose between a 6-speed manual, iMT (clutchless manual transmission), and a 6-speed automatic transmission. On this occasion, we drove the diesel engine paired with the automatic transmission.

<img alt="SONET 17" height="720" src="/uploads/2024/01/SONET-17.jpg" width="1280" />

To be fair, I was always a fan of this combo. Great low-down torque that keeps things moving and the automatic transmission is for the lack of a better phrase, a ‘smooth operator’. All of this means that step on the throttle lightly and quickly enough, you are easily cruising at 50-60km/h. This makes it great to drive in the city. If you want to move things along, you can step on it and the Sonet will oblige, but keep in mind that the diesel-AT powertrain of the Sonet is tuned for comfort. So, there is a small moment where, after you have stepped on the gas in a spirited fashion, you wait for the power to kick in. You can put the Sonet into Sport mode to mitigate this to an extent, and shifting down using the paddle shifters is another way of minimising the problem. Kia has also worked on reducing the engine noise under acceleration, in the case of the turbo-petrol and diesel engine, and in the diesel, it was an audible difference. Previously, the diesel clatter would emanate inside the cabin quite clearly, but now, those sound waves have been muted to quite an extent. This, in my opinion is one of the most important changes on the Sonet, but more on that later.

Also Read:&nbsp;<a href="https://www.autox.com/reviews/car-reviews/nexon-ev-review-building-on-first-mover-advantage-115021/" rel="bookmark" title="Tata Nexon EV Review: Building on First Mover Advantage">Tata Nexon EV Review: Building on First Mover Advantage</a>

<h2>2024 Kia Sonet Review:&nbsp;Driving Dynamics</h2>

For the most part, Kia has set up the Sonet on the softer side. That means that the ride quality is plush, and most of what Indian roads could throw at it will be well damped. However, the rear suspension, has this tendency to kick-back, which was more pronounced because we were driving the Sonet without anyone sitting in the back. Add in more people and luggage, and this problem will end up making itself scarce. As far as going around a corner is concerned, the Sonet takes most corners well. It’s only when you put it through quick direction changes that the softness in the suspension makes itself evident, robbing you of a bit of confidence. Another thing that I must add here is that while the Sonet is not set up to be a sporty offering, it is quite stable on highways, even at high triple digit speeds.

<img alt="SONET 14" height="720" src="/uploads/2024/01/SONET-14.jpg" width="1280" />

<h2>2024 Kia Sonet Review:&nbsp;Goody Bag</h2>

One of the biggest updates to the Sonet has come on the features front. In fact, if you had told me this in 2020, I wouldn’t believe you as the Sonet was always a feature-rich offering. However, Kia has taken this occasion to spice it up, with first and foremost - ADAS. We had a short time with the car, particularly with the ADAS system on, and in that time, it was able to pick up the road markings quite well, but the corrections made by the system felt a little too aggressive. Kia has also updated the instrument cluster, and the touchscreen set up. The entire set up is now fully digital, and quite good-looking to be honest. Then, there’s small things like the fact that the driver seat is electrically adjustable for reach and recline, but I believe Kia might have missed a beat here by not offering a memory function, which can be highly useful when multiple family members drive the same car. Last, but not the least, Kia has also updated the Kia Connect system, adding a host of new connectivity features, but my favourite one of the lot was the 360 camera, which can be pulled up on your smartphone using the Kia Connect app!&nbsp;

Also Read:&nbsp;<a href="https://www.autox.com/reviews/car-reviews/nissan-magnite-amt-first-drive-review-easy-and-on-the-money-114859/" rel="bookmark" title="Nissan Magnite AMT First Drive Review: Easy, And On The Money">Nissan Magnite AMT First Drive Review: Easy, And On The Money</a>

<h2>Verdict</h2>

<img alt="SONET 3" src="/uploads/2024/01/SONET-3.jpg" style="width: 1280px; height: 720px;" />

The Kia Sonet, then, has taken small incremental steps in most areas to become a better overall car. It was, always, a feature-loaded premium SUV in the sub-4 metre space, so making a statement like it did in 2020 would have been a very hard task to begin with. But, by making changes such as engine refinement, upping the safety quotient with ADAS and making the design more striking, the Sonet has maintained the status quo, and in my opinion, remains the best all-rounded SUV in the segment. But, at the time of driving the car, we didn’t really know how the Sonet’s price. Seeing that the Sonet has gained a lot of kit like ADAS, it’s likely that the price increment will be a bit steep too, and that could push it into the territory of bigger SUVs. However, if Kia can price it competitively, then, there is no doubt that they once again have a winner on their hands.

[tabs]

[tab title="Kia Sonet"]

Engine: 1,493cc / Inline-4

Fuel: Diesel

Transmission: 6-Speed AT

Power: 114bhp @ 4,000RPM

Torque: 250Nm @ 1,500 – 2,750RPM

Price: ₹15.69 lakh (Ex-Showroom)

X-Factor:&nbsp;Looks good, quick on its feet &amp; has all the best features, all in one SUV.

<table cellpadding="1" cellspacing="1">
	<tbody>
		<tr>
			<td>
			Pros &nbsp;&nbsp; &nbsp;&nbsp;&nbsp; &nbsp;&nbsp;&nbsp; 
			•&nbsp; Highway stability

			•&nbsp; Interior Quality

			•&nbsp; Top-notch features
			</td>
			<td>
			Cons 
			• Bouncy rear suspension
			</td>
		</tr>
	</tbody>
</table>

[/tab]

[/tabs]

2024 Kia Sonet Review: Still Numero Uno?

The Kia Sonet has undergone a facelift that includes cosmetic updates and feature updates, and gets some new powertrain options as well. Then, can the new Sonet still replicate the success of the old one?

There was a time when the name ‘Karizma’ stood head and shoulders above the competition. No Indian motorcycle could challenge its dominance, and in terms of aesthetic appeal, it was definitely a class apart. But that was the Karizma of the past. Over time, it underwent a few changes, acquiring suffixes like the R and the ZMR. While the former managed to be popular, the latter received more of a tepid recompose. Now, a new iteration of the bike has emerged, called the Karizma XMR. So, does it live up to its legacy? We pit it against the Suzuki Gixxer SF 250 to find out exactly that.

<h2>Hero Karizma XMR vs Suzuki Gixxer SF 250 Comparison Review: Apples &amp; Oranges</h2>

In terms of design, the <a href="https://www.autox.com/new-bikes/hero/karizma-xmr/">Karizma XMR</a> seems to have taken a rather sharp approach – its bodywork features a lot of sharp creases and angular corners, which even extend to elements like the headlight, fuel tank, and tail section. All this imparts an edgy aesthetic to the motorcycle, which looks quite vibrant, especially in yellow and red colours. What’s even more remarkable is that the Karizma looks stunning from all angles.

https://www.youtube.com/watch?v=2X-hZvp1RYE

<a href="https://www.autox.com/new-bikes/suzuki/">Suzuki</a> designers, on the other hand, have taken a curvaceous approach with the <a href="https://www.autox.com/new-bikes/suzuki/gixxer-sf-250/">Gixxer SF 250</a>, which means that the overall design is characterised by smooth curves rather than sharp, angular cuts. This approach is particularly evident in the fascia, which looks rather bulbous. Similarly, the fuel tank and the rear section of the motorcycle also follow the same approach. This seemingly intentional approach to the design aims to increase the longevity of the Gixxer’s aesthetic. Interestingly, this approach has also allowed Suzuki designers to skilfully incorporate elements that subtly echo the design of larger Suzuki motorcycles – the legendary Hayabusa, anyone? – making the Gixxer look bigger than it really is.

<img alt="Suzuki Gixxer SF Vs Hero Karizma XMR Front View" src="/uploads/2023/12/Suzuki-Gixxer-SF-Vs-Hero-Karizma-XMR-Front-View.jpg" style="width: 1280px; height: 720px;" />

<h2>Hero Karizma XMR vs Suzuki Gixxer SF 250 Comparison Review: Modern Problems, Modern Solutions</h2>

Unlike the previous Karizma, which had a 225cc air-cooled engine, the XMR features a downsized engine with a displacement of 210cc. However, on the upside, it now gets liquid cooling, dual overhead camshafts, and a higher compression ratio. All of this ensures an increased power output despite a decrease in displacement, making the XMR the fastest Karizma to date. That said, you really have to work this engine to get the most out of it. In other words, the power delivery is concentrated at the top end of the engine, which can be problematic for those who prefer a more laid-back approach. This makes the Karizma a bit sluggish if you take it easy, but twist that throttle enthusiastically, and it immediately springs to life. Ideally, a middle ground between the two would have made the Karizma more practical for everyday riding, without compromising on the engagement aspect. But as it stands, you really need to push it to its limits to truly enjoy the XMR, which, while exhilarating, can be a bit hairy at times.

Also Read:&nbsp;<a href="https://www.autox.com/reviews/bike-reviews/yamaha-r3-and-mt-03-review-old-school-rock-n-roll-115381/">Yamaha R3, MT-03 1000Km Review: Old School Rock n' Roll</a>

To address this issue, <a href="https://www.autox.com/new-bikes/hero/">Hero</a> could have drawn inspiration from Suzuki, whose engine incorporates similar technology to the Karizma’s, albeit without the dual overhead camshafts. Now, Suzuki’s solution for an increased engine output is quite simple, i.e. to maintain a high displacement. This translates into more mid-range torque in real-world scenarios, while still offering a spirited top-end performance – the best of both worlds. In fact, unlike the Karizma, Suzuki didn’t need to push the engine’s compression ratio to extremes, resulting in a more relaxed feel regardless of how hard you rev it. But that’s not to say that Suzuki’s engine is without flaws, for it emits a lot of vibrations, even in the cruising range, especially through the footpegs. While wearing riding boots can mitigate the vibrations, it nevertheless is a compromise that you’ll have to learn to live with.

<img alt="Hero Karizma XMR Motion View" height="720" src="/uploads/2023/12/Hero-Karizma-XMR-Motion-View.jpg" width="1280" />

In terms of transmission, the Karizma has an edge over the Gixxer. The former gets a slip-and-assist clutch, which allows for aggressive downshifting without any unsettling moments. Plus, its clutch pull is notably light. The Suzuki Gixxer SF 250, on the other hand, misses out on a slip and assist clutch. In comparison, the Karizma’s gearbox also feels snappier to respond. The Gixxer’s transmission exhibits a bit of sluggishness at times, necessitating a bit more effort in shifting gears. Frankly, it’s not a deal breaker, but there is no doubt that the Karizma’s transmission offers a smoother experience.

<h2>Hero Karizma XMR vs Suzuki Gixxer SF 250 Comparison Review: Around the Bends</h2>

One of the biggest appeals of faired <a href="https://www.autox.com/new-bikes/">motorcycles</a>, like the Karizma and the Gixxer, lies in their handling capabilities. Now, the Karizma is quite a comfortable motorcycle to ride despite its sporty appearance. The high-set handlebars allow for a less aggressive riding posture, which is excellent for city riding, for it makes manoeuvring through traffic quite easy. However, if you want to enjoy the motorcycle on winding roads, you need to adopt a more aggressive riding position.

Also Read:&nbsp;<a href="https://www.autox.com/reviews/bike-reviews/royal-enfield-bullet-350-vs-honda-hness-cb-350-115028/">Royal Enfield Bullet 350 vs Honda H’Ness CB 350: The Ultimate 350cc Cruiser Battle</a>

The Gixxer, on the other hand, keeps you in a slightly committed position at all times, allowing you to swiftly navigate corners without any need to change your riding position. While both these motorcycles remain stable around long corners, the Gixxer feels sharper in its response to rider inputs.

<img alt="Suzuki Gixxer SF Motion View" height="720" src="/uploads/2023/12/Suzuki-Gixxer-SF-Motion-View.jpg" width="1280" />

In terms of brakes, both motorcycles offer similar levels of stopping power, but the Gixxer’s front brake provides better feedback, adding to the overall braking experience.&nbsp;

<h2>Hero Karizma XMR vs Suzuki Gixxer SF 250 Comparison Review: Fancy Features</h2>

In today’s automotive market, every product is expected to be filled with features to the brim. In this regard, the Karizma does a decent job. I would have said ‘good’, if not for its adjustable windscreen, which is quite difficult to adjust and stays jammed most of the time – the more you try to reposition it, the more you fear damaging one of its plastic parts. Nevertheless, the standard position is effective in deflecting the wind. The Karizma also gets automatic headlights, which get activated as soon as you enter a dimly-lit area, like an underpass or a parking lot – &nbsp;a thoughtful touch indeed! Additionally, the Karizma also offers smartphone connectivity for turn-by-turn navigation and calls.

<img alt="Hero Karizma XMR Speedometer" height="720" src="/uploads/2023/12/Hero-Karizma-XMR-Speedometer.jpg" width="1280" />

The Gixxer, on the other hand, falls a little short in this area. Its small windshield – which definitely adds to its aesthetic appeal – has quite limited functionality against the wind. It also lacks any standout features, except for the instrument cluster. Despite being a regular LCD unit, it displays clear and legible information and offers similar smartphone connectivity as the Karizma. While the Gixxer offers fewer features, its overall fit and finish and features’ quality feel comparatively better.

<img alt="Suzuki Gixxer SF Speedometer" height="720" src="/uploads/2023/12/Suzuki-Gixxer-SF-Speedometer.jpg" width="1280" />

<h2>Hero Karizma XMR vs Suzuki Gixxer SF 250 Comparison Review: Verdict</h2>

After riding both bikes for a week, I seem to lean towards the Gixxer for simple reasons. Not only is it built better but is also more aesthetically appealing – to my eyes, at least. Not to mention that it always offers an engaging ride experience. And even though it’s relatively more expensive, it offers more than enough to justify its price.

<img alt="Suzuki Gixxer SF Vs Hero Karizma XMR Motion View" height="720" src="/uploads/2023/12/Suzuki-Gixxer-SF-Vs-Hero-Karizma-XMR-Motion-View.jpg" width="1280" />

While the Karizma competes admirably with the Gixxer in certain aspects, even surpassing the latter in some, its overall riding experience is marred by its high-strung nature. In other words, you always have to push it to the limits to extract the maximum performance. And frankly, it can get a bit tiring over time. I think, Hero missed an opportunity by not giving the Karizma a larger displacement, which could have truly revived the legend of the Karizma.

[tabs]

[tab title="Hero Karizma XMR"]

Engine: 210cc / Single-Cylinder / Liquid-Cooled

Transmission: 6 Speed

Power: 25.2bhp @ 9,250rpm

Torque: 20.4Nm @ 7,250rpm

Price: ₹1.8 Lakh (Ex-showroom)

X-Factor:&nbsp;A value-for-money sport-tourer with a legendary name tag.

<table cellpadding="1" cellspacing="1">
	<tbody>
		<tr>
			<td>
			Pros &nbsp;&nbsp; &nbsp;&nbsp;&nbsp; &nbsp;&nbsp;&nbsp; 
			•&nbsp; Comfortable riding position

			•&nbsp; Gearbox

			•&nbsp; Design
			</td>
			<td>
			Cons 
			• Fit and finish
			</td>
		</tr>
	</tbody>
</table>

[/tab]

[tab title="Suzuki Gixxer SF 250"]

Engine: 249cc / Single-Cylinder / Liquid-Cooled

Transmission: 6 Speed

Power: 26.1bhp @ 9,30rpm

Torque: 22.2Nm @ 7300rpm

Price: ₹2.06 Lakh (Ex-showroom)

X-Factor:&nbsp;An old-school analogue motorcycle, which prioritises riding pleasure above everything else.

<table cellpadding="1" cellspacing="1">
	<tbody>
		<tr>
			<td>
			Pros &nbsp;&nbsp; &nbsp;&nbsp;&nbsp; &nbsp;&nbsp;&nbsp; 
			•&nbsp; Power delivery

			•&nbsp; Handling

			•&nbsp; Looks
			</td>
			<td>
			Cons 
			• Vibrations
			</td>
		</tr>
	</tbody>
</table>

[/tab]

[/tabs]

2023 Hero Karizma XMR vs Suzuki Gixxer SF 250 Comparison Review: Is This the Return of the Legend?

Once a legend, the Karizma is more than a motorcycle for many people. However, with a formidable challenger like the Gixxer SF 250, is the new Karizma still the legend that it once was?

Dhruv Paliwal

Articles By Dhruv Paliwal