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

Assistant Editor with autoX, Ishan has great technical and practical knowledge, and his life-long love for cars has seen him devote some of the best years of his youth to a perhaps wasteful, yet satisfying, pursuit of his obsession with automobiles. He has worked with lifestyle publishing brands as a freelance / consultant for over 15 years and as a part of the autoX team for 12 years.

<p>It’s not commonly known that the Tiguan is one of VW’s most successful products worldwide. And it’s easy to see why – the Tiguan has excellent dimensions for urban driving: not too big, yet spacious enough for a small family. At the same time, it delivers better fuel efficiency figures than its predecessor. The earlier version would give me a fuel efficiency of 5.5 to 6 km/l, but over the last 1,000km, the new Tiguan has measured around 8.2 km/l. Sure, this might not be as good as a hybrid, but for me it’s nearly a 40% improvement, which saves a lot of money! Plus, no hybrid SUV drives as well as the Tiguan does.</p>
<p>However, not everything about the Tiguan is perfect. The suspension is still a bit too stiff – I don’t mind it, but my occasional passengers do. However, it lacks two key features. First, the front seats don’t have electric adjustment. This is not a deal-breaker, since the seats themselves are fantastic and offer excellent bolstering support. But more importantly, it lacks keyless entry and exit, which is a bummer. </p><p>Over the years, we’ve become so accustomed to keyless access that having to rummage for a key feels outdated and annoying. VW India did indeed miss a trick here. Another issue is that the ADAS response is a bit too aggressive for my liking. Even when reversing at less than walking pace, if the ADAS detects an obstacle, the braking response is so aggressive that it can be quite startling. That said, once I turn off the ADAS and drive the Tiguan normally, the pleasure of driving it quickly makes me forget this flaw. </p>
<p>[tabs]</p>

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

<p><strong>When it came:</strong> November 2025</p>
<p> <strong>Current odo reading:</strong> 5,120km</p>
<p><strong>Mileage this month:</strong> 1,180km</p>
<p><strong>Fuel efficiency:</strong> 8.2km/l</p>
<p><strong>What’s good:</strong> Great seats </p>
<p><strong>What’s not:</strong> Aggressive ADAS </p>

<p>[/tab]</p>

<p>[/tabs]</p>


Volkswagen Tiguan R-Line Long Term Report: Month 2 - Frolicking Around

A month deeper into ownership, the Tiguan R-Line reveals its real-world strengths and flaws, from efficiency gains to ride comfort and tech quirks.

<p>
    Back in 2019, Kia made its Indian debut with the Seltos – a disruptor designed to take on the segment-defining Hyundai Creta. It succeeded remarkably, clocking over 5.8 lakh units in just over six years. However, the goalposts have moved. The C-segment SUV market has exploded in volume, and the competition has intensified further with the arrival of the Tata Sierra and the impending launch of the Renault Duster. In response, Kia has skipped the facelift route and gone straight for a bold, second-generation overhaul. We headed to Bangalore to see if this new iteration can shift the status quo once again.</p>

<h2>New Kia Seltos Platform and Design: Bigger, Stronger, More Muscular</h2>

<p>The most significant change lies beneath the skin. This isn’t a mere evolution; it carries over almost nothing from its predecessor. Built on the brand’s global K3 platform, the Seltos has grown by 95mm, stretching to nearly 4,460mm in length. This growth spurt, coupled with a wheelbase extended by 80mm to 2,690mm, gives it a significantly more commanding presence on the tarmac.</p><div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/01/Kia-Seltos_-Front-Three-Quarter-1768298159185.webp" alt="Kia Seltos_ Front-Three-Quarter.jpg" style="width: 100%; height: auto;">
      </div>
    <p>Crucially, the K3 platform brings a stiffer structural frame. According to Kia, the new architecture delivers vastly improved torsional rigidity. This isn’t just a marketing buzzword in this instance; it’s a fundamental shift that improves crash protection - with six airbags now standard across all trims - and provides a more stable foundation for the improved suspension. This structural integrity allows for better weight distribution and lower NVH (Noise, Vibration, and Harshness) levels, which was a point of criticism in the previous generation.</p>







<p>Visually, the styling is unapologetically muscular, adopting the Opposites United philosophy seen on all the latest Kias. The massive Digital Tiger Face grille dominates the fascia, flanked by DRLs pushed to the outer edges to emphasise width. The new Star Map LED lighting signature at both ends creates a high-tech look. The 18-inch crystal-cut alloys fill the arches perfectly, lending it an athletic stance. Gone are the soft curves of the previous car, replaced by flat surfaces and sharp, aggressive lines. At the rear is a full-width LED light bar that is instantly recognisable at night.</p>





<h2>Kia Seltos Interior Review: Tech-Loaded, Premium and More Spacious</h2>

<p>Step inside, and the leap in quality is startling. The cabin follows the new design language debuted in the Syros, centred around the Trinity Panoramic Display. This single curved housing integrates twin 12.3-inch screens for the instrument cluster and infotainment, but adds a third, dedicated 5-inch HVAC touch panel in between. It strikes a rare balance between futuristic tech and ergonomic common sense.</p><div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/01/Kia-Seltos_View-Of-Steering-Console-And-Instrumentation-1768298116658.webp" alt="Kia Seltos_View-Of-Steering-Console-And-Instrumentation.jpg" style="width: 100%; height: auto;">
      </div>
    

<p>Thankfully, Kia hasn’t fallen into the trap of all-touch controls. Physical shortcut buttons are present for essential menus, a refreshing choice in an era where even headlight controls are increasingly buried in sub-menus. The materials used are top-tier; from the soft-touch dashboard finish to the tactile feedback of the knurled switchgear, the Seltos feels more premium than anything else in its class. In fact, the fit and finish now rival SUVs from a segment above.</p><p>Space, too, has seen a marked improvement. That 80mm increase in wheelbase translates directly into segment-leading rear legroom.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/01/Kia_Seltos_First_Drive_autoX_Rear_Seat_Space-1769071207738.webp" alt="Kia_Seltos_First_Drive_autoX_Rear_Seat_Space.jpg" style="width: 100%; height: auto;">
      </div>
    The rear seats have been redesigned with improved under-thigh support and a reclining function. Kia’s ‘human-centric’ approach is evident in the smaller details – USB Type-C ports are cleverly housed in the side bolsters of the front seats for easy access by rear passengers, and the rear windows now feature integrated sunblinds for added comfort.</p>







<p>A particularly neat trick on the top-spec trims is the proximity key sensor. As you approach the vehicle with the key in your pocket, the flush-fitting door handles automatically pop out - a feature usually reserved for luxury EVs.</p><div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/01/Kia-Seltos_Seat-Switches-1768298147774.webp" alt="Kia Seltos_Seat-Switches.jpg" style="width: 100%; height: auto;">
      </div>
    <p>Inside, the driver is treated to a Relaxation Mode power seat that retracts automatically for easier entry and exit, further elevating the premium experience.</p>

<h2>Kia Seltos 1.5 Turbo Petrol First Drive: Refinement, Ride and Handling</h2>

<p>While the platform and skin are brand-new, Kia has opted for an ‘old wine in a new bottle’ approach regarding the powertrains. The familiar 1.5-litre naturally-aspirated petrol, 1.5-litre turbo-diesel, and the punchy 1.5-litre turbo-petrol remain on offer. However, they have been refined to meet the latest emission standards while offering better efficiency.</p><div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/01/Kia-Seltos_side-profile-dynamic-1768298105948.webp" alt="Kia Seltos_side-profile-dynamic.jpg" style="width: 100%; height: auto;">
      </div>
    <p>We spent our time with the 1.5-litre turbo-petrol (158bhp/253Nm) paired with the 7-speed DCT. The gearbox is a tad slow at takeoff – to protect itself from excessive stress – but works well otherwise. Once on the move, it is seamless and lightning-fast. The NVH levels are excellent; the cabin is a hushed environment, well-isolated from Bangalore’s chaotic traffic.</p>







<p>Crucially, Kia has listened to feedback regarding the previous generation’s firm ride. The suspension has been softened just enough to improve low-speed compliance without sacrificing high-speed stability. It remains an engaging SUV to drive, but it’s now a far more comfortable family cruiser. It handles undulating roads with a level of maturity that was missing before, and the steering feels more connected, offering more confidence when pushing through corners.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/01/Kia_Seltos_First_Drive_autoX_ADAS_Radar-1769071239604.webp" alt="Kia_Seltos_First_Drive_autoX_ADAS_Radar.jpg" style="width: 100%; height: auto;">
      </div>
    Safety has been overhauled with a full suite of Level-2 ADAS comprising 21 autonomous functions. During our drive, the Lane Keep Assist and Forward Collision Avoidance felt well-calibrated for Indian road conditions - less intrusive but ready to intervene when needed. The inclusion of Rear Cross-Traffic Collision-Avoidance and Blind-Spot Monitoring makes navigating dense urban traffic significantly less stressful.</p>







<h2>2026 Kia Seltos Verdict: Can It Reclaim the C-SUV Benchmark?</h2>

<p>While the current lineup is robust, there is a missing piece in the puzzle – electrification. For those looking to reduce their running costs, a hybrid version of the Seltos is confirmed for the Indian market. While Kia has not committed to a specific date, it is expected to launch in late 2026 or early 2027 as a direct rival to the Maruti Suzuki Victoris and Toyota Urban Cruiser Hyryder hybrids. This move will be critical in a market where fuel prices and emission norms are becoming increasingly challenging.</p>

<p>In the meantime, the Seltos faces its toughest challenge yet. The newly launched Tata Sierra offers a more rugged, outdoor appeal, while the Hyundai Creta remains the volume king. However, Kia has played a masterstroke with the pricing. Starting at Rs 10.99 lakh and going up to Rs 19.99 lakh, it covers a massive price bracket. The 10-variant structure ensures there is a Seltos for everyone.</p><iframe width="1425" height="500" src="https://www.youtube.com/embed/W61cGqAynSg" title="2026 Kia Seltos First Drive Review | Better Than the Tata Sierra? | 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>Kia Seltos</strong>"]</p>

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

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

<p><strong>Power:</strong> 158bhp</p>

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

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

<p><strong>Price:</strong>&nbsp;Rs 19.99 Lakh, ex-showroom</p>

<p><strong>X-Factor:&nbsp;</strong><em>The new Seltos looks great and feels comfortable with great pricing!</em></p>

<table cellpadding="1" cellspacing="1">
    <tbody>
        <tr>
            <td>
                <p><strong>Pros &nbsp;</strong>&nbsp; &nbsp;&nbsp;&nbsp; &nbsp;&nbsp;&nbsp;<br>
                    •&nbsp; Design and quality are fantastic, pricing is value for money</p>

            </td>
            <td>
                <p><strong>Cons</strong><br>
                    • No change to powertrain options from the previous generation</p>
            </td>
        </tr>
    </tbody>
</table>

<p>[/tab]</p>

<p>[/tabs]</p>

Kia Seltos First Drive Review - Reinventing Success

We drive the all-new Kia Seltos to see if its ground-up overhaul is enough to reclaim benchmark status in a segment that’s fiercer than ever.

<p>
    For about a decade or so, the Indian government has been actively promoting the shift from internal combustion to electric power. They’ve tried to encourage – and some might even say force – the market towards mass EV adoption through a range of measures. These include tax exemptions for consumers, incentives for companies establishing new EV manufacturing plants, and regulatory mandates such as requiring commercial vehicles to be fully electric – for instance, three-wheeler EV rickshaws, which are now quite common across the country.</p>

<p>However, the push for this switch in the passenger vehicle segment has met with limited success. According to recent statistics, EV adoption in this segment is around 4%, which is minuscule given that the Indian market now sees about 45 lakh vehicle sales a year.</p><p>Now, this could change with the entry of the Maruti Suzuki e Vitara in the Indian market. Manufactured in India, this new EV has the potential to significantly boost overall EV sales in the country. Why? Well, consider the following facts. Maruti Suzuki sells about 20 lakh vehicles annually, making it the undisputed market leader. More importantly, the company’s extensive dealership network – over 4,000 touchpoints, including both Arena and Nexa outlets – gives it far greater reach than any other car manufacturer in the country. And if that’s not enough, Maruti Suzuki is now investing about ₹250 crore in establishing 1 lakh charging points by 2030 to further push EV adoption.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/12/Maruti-Suzuki-e-Vitara-1765371424204.webp" alt="Maruti Suzuki e Vitara.jpg" style="width: 100%; height: auto;">
      </div>
    </p>







<p>A couple of months ago, we drove the e Vitara in the UK and were left thoroughly impressed by its performance. But now that we’ve driven it here, we can judge how it performs in Indian conditions.</p>





<h2>Maruti Suzuki e Vitara Design and Interior Impressions</h2>

<p>In terms of design, the e Vitara is unlike any other product in Maruti Suzuki’s line-up. While it does share some styling cues with the brand’s overall design language, it still looks unique. The first thing you notice is the SUV’s assertive stance, further accentuated by the squared-off wheel arches and those big 18-inch wheels. The front and rear designs are also quite different, but in a good way – they’re well executed and add to the overall appeal of the EV.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/01/Maruti-Suzuki-e-Vitara_View-Of-Steering-Console-And-Instrumentation-1768304874664.webp" alt="Maruti Suzuki e Vitara_View-Of-Steering-Console-And-Instrumentation.jpg" style="width: 100%; height: auto;">
      </div>
    </p>

<p>One detail that I particularly noticed was the relatively high shoulder line, which results in a fairly small glasshouse. The interior has a mostly fresh, unique design language, although it’s quite evident that it uses a few components from the existing Maruti Suzuki parts bin. But then, that’s hardly surprising in a world marked by synergies and economies of scale in search of ever-increasing profits. What’s genuinely impressive, however, is the space management – the SUV’s interior feels airy and very spacious, helped in no small part by its pretty large 2,700mm wheelbase.</p><p>The front seats are very comfortable, although from the driver’s seat, you do have a sense of sitting a bit too high. Some of the unique elements include the new steering wheel, which looks premium and feels solid to the touch, and the new centre console, featuring a new gearshift knob that both looks and works well.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/01/Maruti-Suzuki-e-Vitara_infotainment-screen-1768304856719.webp" alt="Maruti Suzuki e Vitara_infotainment-screen.jpg" style="width: 100%; height: auto;">
      </div>
    </p>







<p>In terms of features, the e Vitara will be the second Maruti Suzuki vehicle to feature Level 2 ADAS, after the Victoris, and seven airbags, including an airbag for the driver’s knees.</p>

<h2>Maruti Suzuki e Vitara Range, Battery and Performance</h2>

<p>Now, let’s talk about the aspect that matters the most in an EV – range. The e Vitara we drove was equipped with the larger 61kWh battery pack. A smaller 49kWh version will also be offered at launch. Maruti Suzuki claims a range of 543km (ARAI certified) on a single charge with the larger 61kWh battery pack.</p><p>With the 61kWh battery pack, the front-mounted motor produces 172bhp and 193Nm of torque, and the e Vitara has a claimed 0–100km/h time of 8.9 seconds. At launch, both battery pack versions will be offered only with a front-wheel-drive setup, though the platform is capable of supporting all-wheel drive as well.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/01/Maruti-Suzuki-e-Vitara_-Motion-1768304772898.webp" alt="Maruti Suzuki e Vitara_ Motion.jpg" style="width: 100%; height: auto;">
      </div>
    </p>







<p>On paper, these numbers may appear modest, especially in an EV landscape obsessed with insane torque and power figures, but our time with the car proved that they are more than sufficient. On the road, the acceleration is more than adequate and linear. If you want a faster throttle response, you can switch to Sport mode, and if you prioritise range, Eco mode is the way to go. You can also vary the regen modes, with the most extreme setting enabling single-pedal driving.</p><h2>Maruti Suzuki e Vitara Ride Comfort and Real-World Usability</h2>

<p>The e Vitara’s ride quality on Indian roads was a particular point of curiosity for us, and I must say that we were once again quite impressed by what we experienced. Sure, you always feel the weight of the car when hitting sharp bumps, but overall, it’s quite controlled and comfortable.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/01/Maruti-Suzuki-e-Vitara_Rear-Space-1768304862887.webp" alt="Maruti Suzuki e Vitara_Rear-Space.jpg" style="width: 100%; height: auto;">
      </div>
    </p>

<p>The e Vitara is a tempting package. With the larger 61kWh battery pack, I think a real-world range of about 380km on a single charge is easily achievable, which should be enough for most customers in urban settings with access to charging at home or at the workplace.</p>

<p>Maruti Suzuki’s planned charger network across the country will further ensure that the SUV will be attractive to a broader customer base than any rival EV on sale in the country. That said, the key factor would be the pricing of the e Vitara. The MG Windsor has been India’s best-selling EV in 2025, and I think Maruti Suzuki will price the e Vitara aggressively enough to draw potential Windsor Pro buyers into its own showrooms. However, this is all speculation for now, and we will have to wait until the prices are officially announced.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/01/Maruti-Suzuki-e-Vitara_Rear-Three-Quarter-1768304868376.webp" alt="Maruti Suzuki e Vitara_Rear-Three-Quarter.jpg" style="width: 100%; height: auto;">
      </div>
    </p>

<p>Overall, though, the e Vitara makes a compelling case for itself and clearly has the potential to meaningfully increase EV adoption in the Indian passenger vehicle market.
</p>




<p>[tabs]</p>

<p>[tab title="<strong>Maruti Suzuki e-Vitara</strong>"]</p>

<p><strong>Engine:</strong> Single Motor FWD</p>

<p><strong>Battery:</strong> 61kWh</p>

<p><strong>Power:</strong> 172bhp</p>

<p><strong>Torque:</strong> 193Nm</p>

<p><strong>Range:</strong> 543km (ARAI)</p>

<p><strong>Price:</strong> TBD</p>

<p><strong>X-Factor:&nbsp;</strong><em>If priced right, this could change India’s EV landscape.</em></p>

<table cellpadding="1" cellspacing="1">
    <tbody>
        <tr>
            <td>
                <p><strong>Pros &nbsp;</strong>&nbsp; &nbsp;&nbsp;&nbsp; &nbsp;&nbsp;&nbsp;<br>
                    •&nbsp; Spacious, good range</p>

            </td>
            <td>
                <p><strong>Cons</strong><br>
                    • Small glasshouse</p>
            </td>
        </tr>
    </tbody>
</table>

<p>[/tab]</p>

<p>[/tabs]</p>

Maruti Suzuki e Vitara First Drive Review - Electrifying India

With its first EV, can the country’s largest carmaker accelerate EV adoption in India? We test the new e Vitara to find out.

<p>The arrival of a new Tiguan in the Indian market is something that I always look forward to. You see, over the past seven years, I’ve spent a considerable amount of time driving different iterations of the Tiguan. In fact, it’s one SUV that I’ve driven in all kinds of conditions – for daily commutes, on the expressway, in the Himalayas, the Western ghats, and through the heart of India. Let me just say that, given its genuine driver’s appeal, I’ve enjoyed every moment in it, covering thousands of kilometres. So, naturally, when Volkswagen India announced the launch of the new Tiguan, I was pretty chuffed about the news. </p>
<p>Earlier this year, I had the opportunity to experience the SUV at its inaugural drive. It was a short drive from the Gateway of India in Mumbai to the new diamond bourse in Surat. Despite my brief time with the SUV, I was genuinely impressed by it, given how much had changed. The new Tiguan now sports a new exterior design that’s quite different from that of the previous generations of the SUV, along with a heavily upgraded interior. This also addresses one of the common complaints about the previous-generation model – that the interior experience was a bit underwhelming. Well, not any more – the new massive centre screen immediately grabs your attention, while the new dash design, with its integrated lighting elements, looks futuristic and much more premium. The feature list has also been upgraded, which now includes ADAS – something I am not a fan of. Overall, though, the interior feels more premium and classy. <br>
    <br>
    The SUV comes with the same engine and gearbox as before, but with an upgrade. Consequently, the engine now produces 210bhp – an increase of 14bhp. Also, the new Tiguan’s R-Line variant – the only variant available in India – also has an adaptive suspension. But the key question is – how does it drive? In simple terms, it’s still the mid-size SUV of choice for enthusiasts. The sports seats of this variant are extremely comfortable and feature large bolsters, which offer incredible support while pushing the SUV. The engine remains as good as ever, offering instant response to throttle inputs. Engaging the Sport mode further sharpens its response, holding revs longer and thereby keeping the engine in the meat of the powerband. The engine is also now significantly more efficient – perhaps because of the increased power. Whereas the older model would return around 5.5km/l during daily commutes, the new Tiguan offers an efficiency figure of about 8km/l. There’s more to discuss regarding the suspension and feature set, but I’ll leave that for the next month’s report and continue to enjoy driving the SUV.
</p>
<p>[tabs]</p>

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

<p><strong>When it came:</strong> November 2025</p>
<p> <strong>Current odo reading:</strong> 5,120km</p>
<p><strong>Mileage this month:</strong> 489km</p>
<p><strong>Fuel efficiency:</strong> 8 km/l</p>
<p><strong>What’s good:</strong> Driving appeal </p>
<p><strong>What’s not:</strong> Stiff suspension </p>

<p>[/tab]</p>

<p>[/tabs]</p>


Volkswagen Tiguan R-Line Long Term Report: Month 1 - What an Upgrade!

Having driven multiple generations of the Tiguan, the new R-Line immediately stands out with its fresh design, premium interior, and noticeable performance upgrade.

<p>
The EV transition in the Indian market has been an interesting shift to track. In practical terms, the mainstream momentum was driven by the Tata Nexon EV, which offered customers an affordable entry into the world of EVs – a trend reflected in its sales numbers. Despite its success, most players in the mass-market segment remained hesitant – some were held back by the time required to develop an EV for India, while others were uncertain about the success of mass-market EVs in India.</p>

<p>All this, however, changed with the success of the MG Windsor, effectively dispelling doubts and uncertainty surrounding mass-market EVs in India. The result? Well, manufacturers who once waited on the sidelines are now either launching affordable EVs or have a clear roadmap to do so.</p>

      
    
      
    
<p>It’s not surprising, then, that India’s largest automotive manufacturer, Maruti Suzuki, too, is all set to enter the EV segment, with the soon-to-be-launched e Vitara. Interestingly, we drove the e Vitara in the UK, but it’s actually produced exclusively in India and exported worldwide, including to Japan. So, how does Maruti Suzuki’s very first EV come across in our initial evaluation?</p>

<h2>e Vitara Design Review: Conservative Yet Distinctive SUV Styling </h2>

<p>In terms of styling, the e Vitara carves out a distinct identity within the Maruti Suzuki lineup, even though it clearly borrows styling cues from other products in the range. The first thing you’ll notice about the SUV is its butch stance with squared-off arches and large 18-inch wheels. Both front and rear designs are unique and well-executed.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/12/Maruti-Suzuki-e-Vitara-Rear-Three-Quarter-1765371453720.webp" alt="Maruti Suzuki e Vitara-Rear-Three-Quarter.jpg" style="width: 100%; height: auto;">
      </div>
    </p><p>
  One detail that immediately catches the eye is the unusually high shoulder line. As a result, the glasshouse is fairly small compared to its rivals – a design choice with both aesthetic and functional implications, and one I’ll return to later.</p>



      
    
      
    
<p>Inside, the cabin also exudes a blend of familiarity and novelty. There are many unique touches here, but a few components come from the Maruti Suzuki parts bin, which is quite expected from a mass-market car produced by a large manufacturer. The space management is simply brilliant here, which makes the cabin feel very spacious. The front seats are very comfortable, although the driver’s seat feels a bit too high, even at its lowest setting.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/12/Maruti-Suzuki-e-Vitara-View-Of-Steering-Console-And-Instrumentation-1765371458017.webp" alt="Maruti Suzuki e Vitara-View-Of-Steering-Console-And-Instrumentation.jpg" style="width: 100%; height: auto;">
      </div>
    </p>

<p>Some of the new elements in the cabin are genuinely impressive. For instance, the new steering wheel looks premium and feels solid to hold, while the new centre console, featuring a new shift knob, works excellently. In terms of features, the e Vitara will be the brand’s second model to feature Level 2 ADAS and seven airbags – both of which are expected to be offered in the India-spec version.</p>

<h2>e Vitara Battery, Range &amp; Performance: What to Expect</h2>

<p>The e Vitara we drove was equipped with the larger 61kWh battery pack; a 49kWh version will also be offered upon its launch in India. Maruti Suzuki claims a range of 424.8km for the larger battery pack. The UK-spec version of the e Vitara, with the larger battery, produces 174bhp and 193Nm of torque and has a claimed 0 – 100km/h time of 8.7 seconds. Now, on paper, these numbers may seem modest, especially in a market obsessed with insane torque and power figures, but our time with the SUV told a different story.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/12/Maruti-Suzuki-e-Vitara-Front-Three-Quarter-1765371435136.webp" alt="Maruti Suzuki e Vitara-Front-Three-Quarter.jpg" style="width: 100%; height: auto;">
      </div>
    </p><p>On British B-roads, the e Vitara was genuinely usable, with linear acceleration that felt strong. The Sport mode noticeably sharpens the throttle response, while the ECO mode reins things in for better range. On smooth British roads, the suspension felt very well set up, and the ride quality was excellent. I’m sure the company will retune the suspension for Indian roads. And given the ride quality of recent Maruti Suzuki models, I’m certain its engineers will do a fine job.</p>

      
    
      
    


<p>Given the limited time we had with the car, we couldn’t explore its handling in any meaningful way. We did, however, get enough time to get an idea of its real-world range, which should be 350 – 360km on a single charge – enough for the needs of urban commuters.</p><h2>e Vitara Expected Price and Rivals in India</h2>

<p>The larger question now revolves around the e Vitara’s positioning and pricing. I think it’ll most likely be positioned against the Windsor and Nexon. If the manufacturer manages to price it competitively, the wide appeal of the Maruti Suzuki brand could give it a significant sales advantage. And with its launch scheduled around the corner, we won’t have to wait much longer for answers.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/12/Maruti-Suzuki-e-Vitara-gear-lever-1765371439971.webp" alt="Maruti Suzuki e Vitara-gear-lever.jpg" style="width: 100%; height: auto;">
      </div>
    </p>



<p>[tabs]</p>

<p>[tab title="<strong>Maruti Suzuki e Vitara</strong>"]</p>

<p><strong>Engine:</strong> Single Motor FWD</p>

<p><strong>Battery:</strong> 61kWh</p>

<p><strong>Power:</strong> 174bhp</p>

<p><strong>Torque:</strong> 194Nm</p>

<p><strong>Range:</strong> 424.8km (WLTP)</p>

<p><strong>Price:</strong> TBD</p>

<p><strong>X-Factor:&nbsp;</strong><em>Maruti Suzuki’s first EV – a watershed moment for mainstream electric mobility in India.</em></p>

<table cellpadding="1" cellspacing="1">
	<tbody>
		<tr>
			<td>
			<p><strong>Pros &nbsp;</strong>&nbsp; &nbsp;&nbsp;&nbsp; &nbsp;&nbsp;&nbsp;<br>
			•&nbsp; Spacious, good range, ride quality</p>

			</td>
			<td>
			<p><strong>Cons</strong><br>
			• Seating position</p>
			</td>
		</tr>
	</tbody>
</table>

<p>[/tab]</p>

<p>[/tabs]</p>

Maruti Suzuki e Vitara First Drive Impressions - Making the EV Leap

Maruti Suzuki is all set to enter the mass market EV segment with the e VITARA. We take a quick look at the UK-spec version ahead of its launch in India. 

<p>
    The launch of the Mahindra XEV 9e was a pivotal moment for the Indian EV landscape. It wasn’t just about Mahindra showcasing ambition as a manufacturer but also about Indian consumers getting an EV that was affordable, futuristic, and realistically usable as an everyday vehicle. That said, for many customers, the coupe-like roofline of the 9e meant compromised practicality. Nevertheless, as the sales figures clearly show, the 9e is definitely a hit.</p>

<p>The success of the 9e naturally opens the door for Mahindra to use the same platform and package to appeal to an even wider audience – and this is where the XEV 9S comes in. You see, unlike the aggressive styling of the 9e, the 9S’ design is much more conventional, which means more space, better practicality, and even three rows of seating. But the real question is simple – does the 9S make sense for Indian buyers? Well, we drove it briefly in Bangalore to find out just that.</p>

<h2>Mahindra XEV 9S Design: What’s New Compared to the XEV 9e?</h2>

<p>At first glance, the 9S' design may seem a bit confusing. You see, while Mahindra has given it a new face, it also carries many of Mahindra's style traits. Up front, a full-width unibrow-style DRL sets the tone, while headlights are vertically stacked on either side. Of course, there’s no grille per se, but you do get the vertical lines that are quickly becoming a Mahindra signature.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/12/Mahindra_XEV_9S_Review_Left_Side_Profile_autoX-1765772165594.webp" alt="Mahindra_XEV_9S_Review_Left_Side_Profile_autoX.jpg" style="width: 100%; height: auto;">
      </div>
    </p><p>In profile, you get more design elements that are typically Mahindra – flush door handles and a strong shoulder line over the rear wheel arch, which is quite similar to that on the XUV700 and reinforces the family DNA. The 18-inch aerodynamically designed wheels, however, seem a bit boring to me – either a larger size or a more aggressive design would’ve looked much better. The rear end of the 9S is also somewhat similar to that of the XUV700, which is not a bad thing. Overall, I think the Mahindra design team has done a good job with the exterior styling. The 9S does resemble the XUV700 in places, but it still manages to carve out its own identity.</p>







<h2>Mahindra XEV 9S Interior Review: Screens, Features, Comfort &amp; Practicality</h2>

<p>The real change, however, is inside.</p><div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/12/Mahindra-XEV-9S-View-Of-Steering-Console-And-Instrumentation-1765368528566.webp" alt="Mahindra XEV 9S-View-Of-Steering-Console-And-Instrumentation.jpg" style="width: 100%; height: auto;">
      </div>
    <p>The 9S now features a three-screen dash layout – an instrument cluster, a main touchscreen, and a dedicated passenger screen. And believe me, it looks really futuristic. Physical control buttons are minimal, though oddly, the central touchscreen’s brightness feels inadequate even at max settings – Mahindra says that they are already working on it.</p><p>As expected of a modern Mahindra, the 9S comes loaded with features, including a massive panoramic sunroof, a host of Level 2 ADAS features, an immersive audio system, and a whole lot more.</p><div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/12/Mahindra-XEV-9S-Sunroof-top-1765368520507.webp" alt="Mahindra XEV 9S-Sunroof-top.jpg" style="width: 100%; height: auto;">
      </div>
    <p>The overall interior quality is excellent, and all surfaces and controls feel very premium to touch and use. The first and second-row seats are extremely comfortable, and depending on the variant, you get ventilated seats in both rows, along with recline and slide options for the second row. There’s even a control in the second row to change the settings of the front passenger seat to increase your legroom when needed.</p><p>The 9S is the first SUV in the segment to offer a third row of seating; however, the space here is rather limited, and the floor is high, which forces you to sit in a knees-up position.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/12/Mahindra_XEV_9S_Review_Left_Side_Profile_3rd_Row_Seat_autoX.jpg-1765772198417.webp" alt="Mahindra_XEV_9S_Review_Left_Side_Profile_3rd_Row_Seat_autoX.jpg.jpg" style="width: 100%; height: auto;">
      </div>
    </p><p>In short, adults simply won’t be comfortable here – this row is strictly for children. With all three rows up, the boot space is limited as well, but the frunk adds meaningful usability and can accommodate a few soft bags. That said, folding the third row gives you a pretty large, practical boot space.</p>













<h2>Mahindra XEV 9S Performance Review: Real-World Drive, Power &amp; Ride Quality</h2>

<p>Finally, we come to what is, for me, the most important aspect of any car – the driving experience. Since the 9S is based on Mahindra’s Inglo platform, which we’ve already experienced, we know most of the fundamentals. The 9S will be available with three battery options – 59kWh, 70kWh, and 79kWh. The range-topping version we tested produces 282bhp and 380Nm and claims to do the 0 – 100km/h sprint in just seven seconds.</p><p>On the road, the 9S’ acceleration is pretty linear but rapid, making triple-digit speeds effortless.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/12/Mahindra_XEV_9S_Review_Left_Side_Front_Left_Quarter_Dynamic_autoX.jpg-1765772227746.webp" alt="Mahindra_XEV_9S_Review_Left_Side_Front_Left_Quarter_Dynamic_autoX.jpg.jpg" style="width: 100%; height: auto;">
      </div>
    </p><p>There are several driving modes, allowing you to customise the powerplant response to your preference. The steering is also fairly linear and reasonably direct, which adds to the overall driving experience. It also has steering modes.</p>







<p>Now, we drove a pre-production car, and one issue stood out. The adaptive suspension clearly needs more work, for on certain stretches, the car felt wallowy and out of place in a straight line, which is quite unusual. Cornering, even at high speeds, was not a problem, but straight-line undulations significantly upset the suspension. Mahindra’s engineering team acknowledged this and assured us it would be resolved before production models roll out.</p>

<h2>Mahindra XEV 9S Verdict: Pricing, Range &amp; Should You Buy One?</h2>

<p>Honestly, the 9S has a lot working in its favour. It looks pretty good – perhaps a bit conservative, but appealing nevertheless – and offers a high degree of practicality, thanks to the spacious interior, which directly addresses the 9e’s issue regarding limited rear seat space. Quality levels are excellent, and the feature list is exhaustive – in fact, I can’t think of a feature it lacks.</p><p>The driving range is practical, too. While Mahindra claims that the 79kWh version offers 679km (MIDC) on a single charge, I suspect the real-life range will be around 500km, which is more than enough for most urban commuters.</p><div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/12/Mahindra-XEV-9S-Rear-Static-1765368510548.webp" alt="Mahindra XEV 9S-Rear-Static.jpg" style="width: 100%; height: auto;">
      </div>
    





<p>And then there’s the pricing. With an ex-showroom price range of ₹19.95 – 29.45 lakh, the 9S positions itself competitively, especially for a three-row SUV of its size. It ticks more or less all the boxes.</p>

<div style="width: 100%; height: auto;" class="post-image">Personally, I think it’s a really strong package, but how well Indian customers respond to this new offering from Mahindra is something only time will tell.
&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;<img src="https://images.autox.com/uploads/2025/12/Mahindra-XEV-9S-Rear-Camera-1765368499203.webp" alt="Mahindra XEV 9S-Rear-Camera.jpg" style="width: 100%; height: auto;">
      </div>
    



<p>`[tabs]</p>

<p>[tab title="<strong>Mahindra XEV 9S</strong>"]</p>

<p><strong>Engine:</strong> Single Motor RWD</p>

<p><strong>Battery:</strong> 79kWh</p>

<p><strong>Power:</strong> 282bhp</p>

<p><strong>Torque:</strong> 380Nm</p>

<p><strong>Range:</strong> 679km (MIDC)</p>

<p><strong>Price:</strong> ₹29.45 Lakh Ex showroom</p>

<p><strong>X-Factor:&nbsp;</strong><em>Mahindra’s new flagship SUV offers it all – space, features, quality, range.</em></p>

<table cellpadding="1" cellspacing="1">
    <tbody>
        <tr>
            <td>
                <p><strong>Pros &nbsp;</strong>&nbsp; &nbsp;&nbsp;&nbsp; &nbsp;&nbsp;&nbsp;<br>
                    •&nbsp; Space, quality</p>

            </td>
            <td>
                <p><strong>Cons</strong><br>
                    • Small boot space with 3rd row in use</p>
            </td>
        </tr>
    </tbody>
</table>

<p>[/tab]</p>

<p>[/tabs]</p>

Mahindra XEV 9S First Drive Review - Mass Appeal

With the success of the XEV 9e, Mahindra is looking to take the fight further with its more conventional XEV 9S. We drive it to see how it fares in the real world.

<p>While I’m no expert on military-specification watches or military timing instruments in general, I know instantly whether I like a watch or not. Press images don’t always do a watch justice, and that was precisely the case with the Tudor Pelagos FXD GMT. On paper, it seemed great, but it looked a little underwhelming at first – until I tried it on. And slowly, everything started to make sense. So, I decided to break down what made me change my mind, in the hope of shedding a clearer light on this tool watch.</p>

<h2>Tudor Pelagos FXD GMT: Military-Inspired Design &amp; Purpose</h2>

<p>Naming conventions aside, the Pelagos FXD GMT is, at its core, a purpose-built tool watch –designed to be used in both training and real combat scenarios.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/12/Tudor_Pelagos_FXD_GMT_Watch_Review_autoX_1-1764960683474.webp" alt="Tudor_Pelagos_FXD_GMT_Watch_Review_autoX_1.jpg" style="width: 100%; height: auto;">
      </div>
    </p><p>That means it needs to be reliable, robust, and legible.</p>

<h2>Tudor Pelagos FXD GMT: Case Size, Wearability &amp; On-Wrist Comfort</h2>

<p>It has a largish 42mm-wide titanium case, and the finish is understated, as expected from a tool watch. That said, Tudor's craftsmanship remains impressive, with everything feeling rock-solid. The titanium bezel, slightly wider than the case at 42.7mm, is fitted with a matte black ceramic insert featuring beige-coloured 24-hour numerals. In contrast to the hands and markers, the numerals and markers on the bezel glow green at night.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/12/Tudor_Pelagos_FXD_GMT_Watch_Review_autoX_2-1764960727964.webp" alt="Tudor_Pelagos_FXD_GMT_Watch_Review_autoX_2.jpg" style="width: 100%; height: auto;">
      </div>
    </p><p>The fixed lugs of the case extend its lug-to-lug measurement to a substantial 51.2mm. Naturally, dimensions and proportions can be perceived differently depending on the watch’s construction and shape, and the Pelagos FXD GMT doesn’t necessarily wear like a watch over 50mm long. That said, it did feel larger than anticipated, though not overwhelmingly so. The flexible textile strap does a commendable job of enhancing its wearability, but there’s no getting around the fact that this is a sizeable timepiece.</p>

    
  
    
  


<h2>Tudor Pelagos FXD GMT: MT5652-U Movement, COSC &amp; METAS Certification</h2>

<p>The solid titanium caseback is engraved with the emblem of the Aéronautique Navale and conceals the MT5652-U manufacture movement.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/12/Tudor_Pelagos_FXD_GMT_Watch_Review_autoX_3-1764960772814.webp" alt="Tudor_Pelagos_FXD_GMT_Watch_Review_autoX_3.jpg" style="width: 100%; height: auto;">
      </div>
    </p><p>As part of Tudor’s continued commitment to precision, the movement carries both COSC Chronometer and METAS Master Chronometer certifications.</p>

<h2>Tudor Pelagos FXD GMT Review: Final Verdict</h2>

<p>Admittedly, I was quite sceptical when I first saw the press images of the Pelagos FXD GMT. However, after spending about a week with it on my wrist, my opinion shifted for the better. It is a very well-executed, solidly built watch with strong real-world usability.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/12/Tudor_Pelagos_FXD_GMT_Watch_Review_autoX_4-1764960818917.webp" alt="Tudor_Pelagos_FXD_GMT_Watch_Review_autoX_4.jpg" style="width: 100%; height: auto;">
      </div>
    </p>

<p>Is it flawless? No, it isn’t. I think that it sits a bit high on the wrist, partly due to its overall thickness and the added bulk from the strap looping underneath the case, which adds another mm to the overall height. That said, if you're looking for a robust, highly legible titanium GMT watch, the Pelagos FXD GMT is, quite simply very good.</p>

<p>So, have I switched sides from my personal Black Bay GMT to the Pelagos FXD GMT? Well, no. But it’s refreshing to have my preferences challenged, and I have to admit that it was a close call. But, if I were in the market today for a new GMT, it would be a very close contest between the Black Bay GMT and the Pelagos GMT and that says a lot about how good the Pelagos GMT really is.</p>

    
  

Tudor Pelagos FXD GMT Review - Function First, Everything Else Follows

Tudor’s Pelagos FXD GMT is a military-inspired tool watch with real travel usability, raising the question: how does it actually fare on the wrist?

<p>
We’ve waited long enough for the new-generation Skoda Kodiaq to finally make its way to India. The Kodiaq has always been the thinking person’s luxury SUV, offering a European luxury car feel at a more accessible price point, executed in typical Skoda fashion – balancing practicality with a solid driving experience. But how much of it remains in this new version?</p>

<h2>New Skoda Kodiaq Design &amp; Dimensions</h2>

<p>The latest Skoda Kodiaq definitely takes a more extroverted approach, while still exuding a premium appeal. Though it’s unmistakably a Kodiaq, the wider grille, along with the light bar in this L&amp;K version, gives it a distinctive edge. The tiered lighting is now more prominent, and when driving at night, it’s about as effective as one would like it to be.</p><div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/05/Skoda-Kodiaq-Front-Three-Quarter-1747312505417.webp" alt="Skoda Kodiaq-Front-Three-Quarter.jpg" style="width: 100%; height: auto;">
      </div>
    <p>This more aggressive look of the new Kodiaq is enhanced by its sharper design. The bonnet and bumpers are more angular and pronounced, not just for aesthetics but also for practical aspects – the drag coefficient has gone down from 0.33 to 0.28, adding to the efficiency of the SUV.</p>

    
  
    
  
    
  


<p>In terms of size, the only dimensional change is that the Kodiaq is now 59mm longer. The side profile now has a longer silhouette, with a neat kink under the D-pillar. The 18-inch wheels remain unchanged, though they continue to be well-proportioned. However, we do miss a more traditional alloy design; the current aero-style wheels are chosen primarily for efficiency.</p><div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/04/1744865773852-1buf-Skoda-Kodiaq-rear.webp" alt="Skoda-Kodiaq-rear.jpg" style="width: 100%; height: auto;">
      </div>
    

<p>At the rear, the Kodiaq’s familiar design continues but with some updates – a sharply angled windscreen and sculpted bodywork make it sportier. The lighting, too, adopts a more prominent version of Skoda’s signature C-motifs, although you won’t find the full-width setup seen in some rivals.</p><p>A benefit of the extended length is an addition to the boot space. With all three rows up, capacity has grown by 11 litres, now offering 281 litres of space.</p><div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/12/Skoda_Kodiaq_Boot_Space_Review_autoX-1764912249231.webp" alt="Skoda_Kodiaq_Boot_Space_Review_autoX.jpg" style="width: 100%; height: auto;">
      </div>
    <p>Fold the third row, and this expands to a generous 786 litres – 21 litres more than before. Despite the manual folding mechanisms for the second and third rows, accessing all this space is easy enough, especially with the pull-tabs for the second row in the boot, which allow you to create 1,976 litres of space.</p>

    
  
    
  


<h2>New Kodiaq Interior Quality &amp; Space</h2>

<p>Inside, the new Kodiaq exhibits a more substantial departure from its predecessor. The dual-cockpit theme stands out, and at first glance, it feels considerably more upmarket than the simpler design of the earlier model.</p><div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/05/Skoda-Kodiaq-steering-wheel-1747312436985.webp" alt="Skoda Kodiaq-steering-wheel.jpg" style="width: 100%; height: auto;">
      </div>
    <p>The tan leather on the dash, is a massive upgrade, and most surfaces have a soft, premium feel to them. The more intricate air vents and the floating effect of the door handles make the interior feel even more premium. What hasn’t been compromised, however, are the thoughtful touches Skoda calls their ‘Simply Clever’ features. One standout feature are the configurable dials. These rotary controls serve multiple functions, managing climate, seat, and drive modes, offering a far more intuitive and easier to use alternative to touch-based interfaces.</p><p>Another practical addition is the new central tunnel. With Skoda shifting to a column-mounted gearshifter, the Kodiaq’s cabin feels more spacious and less cluttered, even though the overall space remains unchanged from the previous model.</p><div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/05/Skoda-Kodiaq-instrument-cluster-1747312483089.webp" alt="Skoda Kodiaq-instrument-cluster.jpg" style="width: 100%; height: auto;">
      </div>
    

    
  
    
  


<p>The switch to the updated MQB platform also brings new electronic architecture – the car now gets a 13-inch touchscreen and a 10.25-inch driver’s display. The touchscreen supports seamless wireless Android Auto and Apple CarPlay, along with built-in navigation.</p>

<p>In the second row, while the changes aren’t massive, there’s a greater sense of space and comfort. The door protectors remain, as do the three-zone climate control, large panoramic sunroof, and window blinds.</p><div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/12/Skoda_Kodiaq_3rd_Row_Seats_Review_autoX-1764912316469.webp" alt="Skoda_Kodiaq_3rd_Row_Seats_Review_autoX.jpg" style="width: 100%; height: auto;">
      </div><p>
    The third row has also received attention, with 15mm of extra headroom, but the experience remains much the same as in the previous Kodiaq. It’s still best suited for children – most adults will find it tough to sit here for long periods. As a result, the third row should be used only by children or for short journeys. In fact, the massive boot space you get when the third row is folded is much more practical.</p>

    
  
    
  


<h2>2025 Kodiaq Features &amp; Safety</h2>

<p>Like before, the Kodiaq comes generously equipped. Highlights include matrix LED headlamps, automatic headlights and wipers, powered front seats with heating, ventilation, and massage functions, three-zone climate control, a panoramic sunroof, and rear window blinds.</p><div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/05/Skoda-Kodiaq-Sunroof-top-1747312575734.webp" alt="Skoda Kodiaq-Sunroof-top.jpg" style="width: 100%; height: auto;">
      </div><p>Safety features continue to impress with nine airbags – though now, a centre airbag replaces the driver’s knee airbag. The Kodiaq retains its 5-star Euro NCAP rating, but, ADAS is missing from the India-spec version.</p><h2>New Kodiaq Engine, Power &amp; Driving Experience</h2>

<p>From behind the wheel, the experience doesn’t feel drastically different at first. It’s easy to find a comfortable driving position, the SUV feels smaller than its size when manoeuvring, and the seats are very comfortable. The 2.0-litre turbo-petrol engine, now producing 201bhp, is a significant upgrade.</p><div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/05/Skoda-Kodiaq-Motion-1747312428683.webp" alt="Skoda Kodiaq-Motion.jpg" style="width: 100%; height: auto;">
      </div>
    <p>It continues to make 320Nm of torque and is paired with a seven-speed DCT, but its drivability is remarkably better. This sense of improved response carries through the rev range, where a linear surge of power makes acceleration feel more intuitive. As before, performance ramps up significantly past 4,000rpm, but it’s now accompanied by a more engaging rasp from the engine.</p>

    
  
    
  


<p>The new Kodiaq rides much like its predecessor. On smooth roads, it glides along with a composed presence that delivers a genuine luxury car experience. However, over broken and uneven roads, the suspension becomes quite noisy, and at low speeds, sharp bumps can filter into the cabin. As before, though, the ride improves noticeably as speeds rise. The Kodiaq settles into a confident, comfortable pace that makes rear-seat travel particularly soothing.</p><div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/06/1748777603750-42rg-Skoda-Kodiaq-04.webp" alt="Skoda Kodiaq rear driving.jpg" style="width: 100%; height: auto;">
      </div>
    

<p>Despite the removal of the adaptive damping system in this update, the Kodiaq maintains good ride quality over most surfaces at higher speeds. That said, when pushed hard, its mass does begin to show. In tighter corners, it rolls and runs wide, but keep your speed and inputs measured, and the Kodiaq will flow along a winding road with decent agility and a touch of engagement.</p>

<p>The steering contributes positively to this experience – it’s light enough to make city driving feel easy, yet precise enough at higher speeds to inspire confidence, giving you a sense of control. Also worth noting is the improvement to the braking feel: gone is the abrupt pedal response seen in earlier Skodas. Braking now feels more progressive, allowing you to modulate the brakes better.</p>

<h2>2025 Skoda Kodiaq Price &amp; Verdict: Is It Worth the Premium?</h2>

<p>Priced at ₹48.69 lakh for this L&amp;K version, the new Kodiaq picks up right where the previous model left off. It has gotten significantly more expensive, and while the infotainment screen could be more intuitive and some plastic bits don’t feel as premium as before, the overall cabin feels more special nonetheless. The smoother, more refined engine and well-sorted dynamics continue to make this a genuine luxury experience, without a luxury price tag.</p><div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/05/Skoda-Kodiaq-1-1747312590236.webp" alt="Skoda Kodiaq-1.jpg" style="width: 100%; height: auto;">
      </div>
    




<p>[tabs]</p>

<p>[tab title="<strong>Skoda Kodiaq L&amp;K</strong>"]</p>

<p><strong>Engine:</strong> 1,984cc 4-Cylinder</p>

<p><strong>Transmission:</strong> 7-Speed DSG AWD</p>

<p><strong>Power:</strong> 201bhp </p>

<p><strong>Torque:</strong> 320Nm</p>

<p><strong>Fuel:</strong> Petrol</p>
 
<p><strong>Price:</strong> ₹48.69 Lakh Ex showroom</p>

<p><strong>X-Factor:&nbsp;</strong><em>If you’re looking for a fun-to-drive three-row, premium SUV, nothing beats the Kodiaq!</em></p>

<table cellpadding="1" cellspacing="1">
	<tbody>
		<tr>
			<td>
			<p><strong>Pros &nbsp;</strong>&nbsp; &nbsp;&nbsp;&nbsp; &nbsp;&nbsp;&nbsp;<br>
			•&nbsp; Premium interiors, fun to drive</p>

			</td>
			<td>
			<p><strong>Cons</strong><br>
			• A compromised third row</p>
			</td>
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	</tbody>
</table>

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Skoda Kodiaq First Drive Review - Setting a Benchmark

With the launch of the second-gen Kodiaq, Skoda brings Indian buyers a fresh contender in the three-row SUV space. But is it worth it?

<p>
I have a long history with the Volkswagen Tiguan. It’s a car that I’ve admired over the years and driven extensively. In fact, over the past six years or so, I’ve spent considerable time behind the wheel of at least four variations of the Tiguan. It wouldn’t be an exaggeration to say that I might have driven the Tiguan more extensively than anyone else in India. So, when the brand-new generation of the SUV that I truly love driving arrived, I was quite eager to find out what all had changed. Here’s what I think of the new Tiguan, and whether it’s worth your money or not.</p>

<h2>Volkswagen Tiguan R-Line Interior Review – Screens, Tech &amp; Quality</h2>

<p>The interior of the Tiguan is all-new, with a massive infotainment touchscreen in the centre of the dashboard, giving it a far more luxurious feel compared to the previous generation.</p><div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/07/Volkswagen-Tiguan-R-Line-View-Of-Steering-Console-And-Instrumentation-1752818840078.webp" alt="Volkswagen Tiguan R-Line-View-Of-Steering-Console-And-Instrumentation.jpg" style="width: 100%; height: auto;">
      </div>
    <p>The display features configurable shortcut buttons along the top and bottom, and the large central home screen displays the sat nav, music, and other important information. It’s fast, responsive and has bright, clear graphics. However, you still get Volkswagen’s unintuitive touch-sensitive sliders for climate control. On the plus side, there is an excellent digital instrument display as standard, now larger than the one in the previous model. It wouldn’t be a stretch to say that the new Tiguan has one of the most modern, high-tech cabins in the mid-sized SUV segment.</p><p>While the old Tiguan’s simple Teutonic design had its appeal, it was starting to look dated. The new model addresses that with sleek LED headlights that merge into a full-width black panel, giving the front a fresh new look.</p><div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/05/Volkswagen-Tiguan-R-Line-Rear-view-1747374820060.webp" alt="Volkswagen Tiguan R-Line-Rear-view.jpg" style="width: 100%; height: auto;">
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    <p>At the rear, a similar light panel runs along the boot lid. Overall, especially in the brighter colour options, paired with the 19-inch wheels, the new Tiguan looks refreshing and quite attractive. The prominent headlights and taillights give it an imposing presence on the road.</p>

    
  
    
  


<h2>Volkswagen Tiguan R-Line Driving Experience – Ride, Refinement &amp; Handling</h2>

<p>Behind the wheel, the Tiguan is quiet, comfortable, and refined to drive, both in the city and on the highway. The suspension is well-tuned and soaks up big bumps with ease while keeping the car stable and composed. This makes the Tiguan a great car for daily driving, but the light steering and refined suspension mean that it’s not the most exciting car on twisty roads, even with its sportiest setting.</p><div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/05/Volkswagen-Tiguan-R-Line-side-profile-dynamic-1747374034112.webp" alt="Volkswagen Tiguan R-Line-side-profile-dynamic.jpg" style="width: 100%; height: auto;">
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<p>The Tiguan strikes a sweet spot in terms of dimensions – it’s big enough to offer a spacious interior, yet compact enough to remain easy and unintimidating to drive in urban settings. Visibility is pretty good, and the high seating position gives you a commanding view of the road ahead.</p>

<p>Its light steering makes tight manoeuvres effortless, so much so that it makes you almost forget that you’re driving a practical SUV.</p><p>The suspension is well-tuned too – if you hit a big speed bump, it doesn’t send a harsh jolt through the cabin and settles down quickly. That said, there is a slightly firm edge to it, which means that sharper imperfections, such as potholes, are quite noticeable.</p><div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/05/Volkswagen-Tiguan-R-Line-Rear-Three-Quarter-1747374552787.webp" alt="Volkswagen Tiguan R-Line-Rear-Three-Quarter.jpg" style="width: 100%; height: auto;">
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<p>On the highway, the Tiguan’s comfort and refinement continue to impress. It remains quiet at higher speeds, and the suspension deals with most road irregularities with ease, although a bit of road noise does filter in.</p>

<p>As with most cars that prioritise comfort and refinement, you have to make some sacrifices in terms of having fun on twisty roads. The tyres offer decent grip, but the steering is quite light and lacks feedback, which somewhat knocks your confidence, meaning you have to hold back a bit.</p><p>Switching the Tiguan to Sport mode makes the throttle more responsive, and the gearbox becomes more willing to downshift when you accelerate.</p><div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/07/Volkswagen-Tiguan-R-Line-start-stop-switch-1752818886074.webp" alt="Volkswagen Tiguan R-Line-start-stop-switch.jpg" style="width: 100%; height: auto;">
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    <p>Once you get in the groove, it shifts up and down quickly, responding to your inputs far better than in the standard setting. That said, the experience still feels a bit synthetic and lacks the fun of spirited driving.</p>

    
  
    
    


<h2>Volkswagen Tiguan R-Line Space, Seating &amp; Boot Capacity Explained</h2>

<p>The Tiguan is a pretty large car, so it’s no surprise that the front seats feel expansive. There are loads of adjustments for both the seats and the steering wheel, making it easy for drivers of all shapes and sizes to find a comfortable driving position.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/12/Volkswagen_Tugian_R-Line_Front_Seats_Review_autoX-1764747430127.webp" alt="Volkswagen_Tugian_R-Line_Front_Seats_Review_autoX.jpg" style="width: 100%; height: auto;">
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    </p><p>Since we get the R-Line version in India, the sports seats are absolutely fantastic, with impressive lumbar and side support – they are really very comfortable. However, they lack electric adjustment, which might be a drawback for some customers. Another notable omission is keyless entry and exit – a feature I personally value and find frustrating to do without.</p><p>In the rear, the Tiguan offers impressive space, befitting a family SUV. Two six-footers can easily sit behind front passengers of similar height, with plenty of knee and headroom for both. The rear bench is quite flat, and the centre seat is relatively wide, so a third passenger can ride in reasonable comfort as well.</p><div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/05/Volkswagen-Tiguan-R-Line-Rear-Space-1747374590229.webp" alt="Volkswagen Tiguan R-Line-Rear-Space.jpg" style="width: 100%; height: auto;">
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<p>With 652 litres of boot space, the new Tiguan offers one of the largest boots in a two-row SUV. It’s not just big but also quite practical. There’s no load lip between the boot opening and the floor, so you don’t have to hoist items into it. The rear seats fold completely flat, allowing you to slide items all the way in without any obstruction.</p>

<h2>Tiguan R-Line Features &amp; Cabin Quality – Touchscreen, Materials &amp; Tech</h2>

<p>The new Tiguan’s interior has undergone a thorough transformation, and the centrepiece is a 12.9-inch touchscreen infotainment display, now standard across the range. It controls all of the car’s major functions and marks a significant upgrade over the previous generation model.</p><div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/03/1742897697837-jrt1-Volkswagen-Tiguan-R-Line-Rear-Interior.webp" alt="Volkswagen Tiguan R-Line Rear Interior.jpg" style="width: 100%; height: auto;">
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<p>The new system software feels much closer to modern smartphones, with features like multiple home screens, configurable shortcuts and widgets, and gestures such as press-and-hold for adjustments. Climate controls have been moved to a slim bar at the bottom of the display, and just below it are touch-sensitive sliders for volume and temperature. While this setup is slightly better executed than in some other VW models, it still takes time to get used to and isn’t the most intuitive.</p>

<p>That said, the interior quality is excellent throughout – it’s certainly a cut above a lot of SUVs in this price range.</p><div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/05/Volkswagen-Tiguan-R-Line-Steering-Controls-1747374119426.webp" alt="Volkswagen Tiguan R-Line-Steering-Controls.jpg" style="width: 100%; height: auto;">
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    <p>Soft-touch plastics and solid build quality give the cabin a premium feel, and everything feels well put together. But if you start poking around, you’ll find a few hard plastic bits, like on the lower part of the centre console and the rear door cards.</p>

<h2>Volkswagen Tiguan R-Line Verdict – Price, Value &amp; Should You Buy It?</h2>

<p>As someone who has been a fan of the Tiguan since it was launched in India back in 2018, I’d say that the latest version is a massive upgrade and a worthy one. Sure, the price has considerably increased – it’s now a CBU import rather than being assembled locally in India  – but the quality, driving appeal, and overall feel of the car have also seen a massive improvement, which easily justifies its increased price. That said, it’s the new interior, in particular, that makes it feel like a true luxury SUV now.</p><div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/07/Volkswagen-Tiguan-R-Line-1752818101552.webp" alt="Volkswagen Tiguan R-Line.jpg" style="width: 100%; height: auto;">
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<p>Sure, it isn’t cheap, but at this price point, it is nigh on impossible to find an SUV that drives better. That’s why I’m thinking of requesting VW India for another long-term Tiguan as soon as possible.
</p>




<p>[tabs]</p>

<p>[tab title="<strong>Volkswagen Tiguan R-Line</strong>"]</p>

<p><strong>Engine:</strong> 1,984cc 4-cylinder</p>

<p><strong>Transmission:</strong> 7-Speed DSG AWD</p>

<p><strong>Power:</strong> 201bhp </p>

<p><strong>Torque:</strong> 320Nm</p>

<p><strong>Fuel:</strong> Petrol</p>
 
<p><strong>Price:</strong> ₹49 Lakh Ex showroom</p>

<p><strong>X-Factor:&nbsp;</strong><em>If you’re looking for a great fun-to-drive SUV under ₹50 lakh, the Tiguan is your answer!</em></p>

<table cellpadding="1" cellspacing="1">
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			<td>
			<p><strong>Pros &nbsp;</strong>&nbsp; &nbsp;&nbsp;&nbsp; &nbsp;&nbsp;&nbsp;<br>
			•&nbsp; Luxurious interior, fun to drive</p>

			</td>
			<td>
			<p><strong>Cons</strong><br>
			• Not cheap, lacks some features</p>
			</td>
		</tr>
	</tbody>
</table>

<p>[/tab]</p>

<p>[/tabs]</p>


Volkswagen Tiguan R-Line Review - Fun in an SUV!

The Tiguan makes a comeback in a brand new avatar. Our in-house Tiguan expert takes it for a spin to find out what it offers.  

<p>As you go through this month’s issue, you’ll see that the Skoda Kylaq emerged as one of the winners in our ‘Best of 2025’ Awards. While it faced tough competition from several rivals, it stood out as one of the best products launched in the Indian market over the past year. What makes it so great, you may ask? The fact that it’s based on the fantastic MQB-A0-IN platform means that, compared to other cars, it already has an edge in terms of hardware. Pair this with the excellent 1.0-litre TSI turbocharged petrol engine and a smooth 6-speed automatic gearbox, and you already have a formidable package on offer.</p>
<p>However, what truly sets the Kylaq apart is that it brings together many qualities most of its competitors can’t match. For instance, Skoda’s solid build quality shines through the more you drive and experience the car. The suspension setup, too, has been executed very well by Skoda’s engineers - it is both fun to drive and comfortable, an unmatched combination in this segment. I’ve previously criticised Skoda’s latest dual-spoke steering wheel design, but after spending time with the Kylaq, I’ve actually come around to how it looks. Sure, I still prefer a three-spoke steering wheel, but the dual-spoke design isn’t bad either. The Kylaq, with its sales success, has also given Škoda Auto Volkswagen India a shot in the arm, and we can expect a range of new products from the brand in India over the next 12 to 18 months. This begins with the launch of the new Octavia RS, which I’m eager to drive as soon as possible. The success of this model already is evident from the fact that it was sold out within minutes of its announcement in India.</p>
<p>The success of the Kylaq also means a great deal for the Skoda brand, as it shows that a product designed for India can be a truly successful endeavour. More such products can be expected from the brand in the future as it achieves greater success and higher sales volumes. As someone who loves driving cars that are both fun to drive and easy to live with every day, the arrival of more enthusiast-friendly products can only be a good thing — for Skoda India and us Indian customers alike. </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> 18,155km</p>
<p><strong>Mileage this month:</strong> 1,507km</p>
<p><strong>Fuel efficiency:</strong> 12 km/l</p>
<p><strong>What’s good:</strong> Steering feel </p>
<p><strong>What’s not:</strong> Throttle response when in heavy traffic </p>

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Skoda Kylaq Long Term Report: Month 5 - Well Deserved Laurels

The Kylaq’s ‘Best of 2025’ win didn’t surprise us — five months in, it remains one of the most impressive new models we’ve lived with this year.

Ishan Raghava

Articles By Ishan Raghava