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<p>It’s been a long, long time coming, but the Volkswagen Golf GTI – arguably the greatest hot hatch in history – has finally landed on our shores. However, what should have been a landmark moment for enthusiasts has, sadly, turned into something of a damp squib, thanks to its astronomical sticker price – an eye-watering ₹53 lakh (ex-showroom).
For a car that looks like a Polo on steroids and carries a badge that literally translates to ‘People’s Car’, that price tag is – for lack of a better word – ridiculous.</p>

<p>And the woes don’t end there. The GTI isn’t just out of reach for your average petrolhead Joe – it’s also priced a full ₹8 lakh higher than the Mini Cooper S in India. If the Mini seems too impractical for your needs, there’s always the far more accomplished BMW M340i, which – for not a whole lot more than what the GTI demands – offers greater performance, more space, better equipment, and the badge prestige that comes with a BMW.</p>

    
  
    
  
<p>As it stands, Volkswagen seems to have landed the GTI in no man’s land with this absurd pricing. It’s a serious misstep... but only if your experience of the GTI is limited to the internet. Because once you get behind the wheel of the GTI – holy hell – it redeems itself…and how!</p>

<h2>Volkswagen Golf GTI: Top Speed</h2>



    
  
    
  
<p>To give us our first taste of the GTI in India, Volkswagen chose the high-speed and handling tracks at NATRAX, Madhya Pradesh. I kicked things off with a top-speed run on the 11.3km high-speed oval. Let’s cut straight to the chase – the Golf GTI clocked a top speed of 267km/h. Remember, this isn’t some sports car – it’s a four-door family hatchback!</p><div style="width: 100%; height: auto;" class="post-image">
      <img src="https://images.autox.com/uploads/2025/06/Volkswagen-Golf-GTI-Top-Speed-1750920602762.webp" alt="Volkswagen Golf GTI Top Speed.jpg" style="width: 100%; height: auto;">
    </div>
  <p>What’s surreal isn’t just the number, but the way the GTI achieved it – like a walk in the park. Powered by the 2.0-litre EA888 turbo-petrol engine rated at 261bhp and 370Nm, the GTI delivers relentless performance. It slices through the air like a hot knife through butter. Its high-speed stability is exceptional, wind noise is minimal, and the raspy notes from the intake and exhaust add to the drama – yes, some of that is artificially piped in via the Soundaktor system, but it still sends a tingle down your spine.</p>

<p>There’s no let-up when it comes to straight-line speed. The 0–100km/h sprint is dismissed in under six seconds. Keep your foot buried for another 16 seconds or so and 200km/h flashes on the dash, followed shortly by the limited top speed of 267km/h. All of this in sixth gear, with the engine spinning at around 5,000rpm, and there’s still one more gear to go, suggesting that more speed can be unlocked. You can bet tuners across the country are already rubbing their hands in anticipation.</p>

<h2>Volkswagen Golf GTI: Handling</h2>



    
  
    
  
<p>While the GTI can hit breakneck speeds in a straight line, its real charm lies in its stellar handling. It’s common knowledge that when Volkswagen slaps GTI badges on a Golf, the driving experience is bound to be something special, and that’s exactly how it turned out when we pushed the GTI to its limits on NATRAX’s handling test track.</p><div style="width: 100%; height: auto;" class="post-image">
      <img src="https://images.autox.com/uploads/2025/06/Volkswagen-Golf-GTI-Cornering-1750920977735.webp" alt="Volkswagen Golf GTI Cornering.jpg" style="width: 100%; height: auto;">
    </div>
  <p>Now, about the track – it’s not your typical racetrack. Sure, it has fast and technical sections, and there are kerbs to clip, but there’s no runoff area. Instead of gravel traps, you’re greeted by boulders and rocks. A momentary lapse in concentration, a misjudged turn-in point, or overshooting a braking marker could do more than just bruise your ego – it could wreak havoc on the GTI’s sleek bodywork.</p>





    
  
    
  
<p>Yet, when you’re in the GTI, none of that crosses your mind. It inspires so much confidence that you find yourself carrying absurd speeds through corners – my fastest corner entry was around 140km/h! – and the GTI remains unflappable. The front-end grip is just staggering – it’s as if the tyres are clawing into the tarmac without any retardation whatsoever. It just grips and grips and grips some more.</p><p>Despite being front-wheel drive, the GTI gives virtually no indication that it sends power to just the front wheels. Understeer? Barely noticeable – no matter how hard you push it. The nose points exactly where you want it to go, and the GTI carves through corners with scalpel-like precision – it sniffs &amp; hunts apexes like a predator on the prowl. What’s more, the steering drips with feedback, and the acceleration out of corners is simply otherworldly. The brakes? Equally phenomenal. From the progression of the pedal to the bite and overall stopping force – everything feels absolutely top-drawer.</p><div style="width: 100%; height: auto;" class="post-image">
      <img src="https://images.autox.com/uploads/2025/06/Volkswagen-Golf-GTI-Cornering-2-1750921141807.webp" alt="Volkswagen Golf GTI Cornering 2.jpg" style="width: 100%; height: auto;">
    </div>
  <p>So, how does it drive so well despite being a FWD machine? The secret lies between the front wheels themselves – Volkswagen’s Vorderachsquersperre, or VAQ. It’s an electronically controlled limited-slip differential, which uses a multi-plate clutch pack and an electric hydraulic pump to distribute power between the front wheels in real-time, based on grip levels. In simple terms, it sends more power to the wheel with the most traction, thereby minimising wheelspin. Add torque vectoring into the mix – which sends more power to the outer wheel when you’re accelerating out of corners – and you get a tighter radius and more precise cornering. In short, it eliminates the understeer that usually plagues front-wheel drive cars. And that’s what makes the Golf GTI not just competent but a true driver’s delight.</p>

<h2>Volkswagen Golf GTI: Practicality</h2>

<p>The whole point of a hot hatchback is that it should go fast but not at the expense of practicality. Now, in this regard, the Golf GTI is a bit of a mixed bag, considering Indian driving conditions. Yes, it can comfortably seat four adults, the ride quality is surprisingly supple, there’s a large and usable boot, and all the essential creature comforts are in place. But there is no denying that it’s less than perfect in several key areas.</p>



    
  
    
  
<p>Take the ground clearance, for instance. At just 136mm, it’s borderline impractical for Indian roads. If you live in a pothole-riddled neighbourhood, you’ll have a tough time. Forget potholes, I suspect that even a mildly inclined ramp or a normal speed breaker could scrape the GTI’s underbelly.</p><div style="width: 100%; height: auto;" class="post-image">
      <img src="https://images.autox.com/uploads/2025/06/Volkswagen-Golf-GTI-Ground-Clearance-1750921632311.webp" alt="Volkswagen Golf GTI Ground Clearance.jpg" style="width: 100%; height: auto;">
    </div>
  <p>Then there’s the equipment list, or rather, the lack of it. For a hatchback with a price tag north of ₹50 lakh, the omissions are glaring – no seat ventilation, no electric adjustment for the driver’s seat or steering, no 360-degree camera…well, you get the idea. Now, these aren’t just luxuries anymore, especially at this price point, and their absence will leave you feeling short-changed for sure. But what will particularly sting the enthusiasts is the absence of the Vehicle Dynamics Manager (VDM) and adaptive dampers – both offered in global markets. While they may not completely transform the driving experience, it’s always good to have different levels of adjustability.</p>



<p>What I do like about the Golf GTI is its appearance. It’s suave without being flashy. It’s hot, but not mercurial. It stands out, but never in a loud look-at-me sort of way. There’s an assertiveness to its stance, balanced by an air of understated elegance. The upshot? A design that, I think, will age rather gracefully.</p><div style="width: 100%; height: auto;" class="post-image">
      <img src="https://images.autox.com/uploads/2025/06/Volkswagen-Golf-GTI-View-Of-Steering-Console-And-Instrumentation-1749472422210.webp" alt="Volkswagen Golf GTI-View-Of-Steering-Console-And-Instrumentation.jpg" style="width: 100%; height: auto;">
    </div>
  <p>It’s a similar story inside. You get just the right dose of tech paired with modern touches, wrapped in classic tartan fabric. The steering wheel feels good in your hands, with chunky buttons that make toggling through settings intuitive. There’s a crisp 12.9-inch touchscreen with wireless phone connectivity, and the sport seats do a fine job of holding you in position. It’s a genuinely pleasant place to be. That said, the touch controls for volume and HVAC can be a bit irritating to use. Also, I can’t help but wish it came with the iconic golf ball gear lever – a subtle but meaningful nod to its heritage.</p>

<h2>Volkswagen Golf GTI First Drive Review Verdict</h2>

<p>If you think about it logically, the Golf GTI makes no sense for India. It’s too fast, too low, and too expensive for this country. Plus, it doesn’t carry the snob value of an Audi, BMW, Mercedes or Mini, so it’s unlikely to make your neighbour go green with envy.</p><p><img src="https://images.autox.com/uploads/2025/06/Volkswagen-Golf-GTI-Headlight-1749472484533.webp" alt="Volkswagen Golf GTI-Headlight.jpg" style="width: 100%; height: auto;"></p>



<p>The Golf GTI, then, is strictly for enthusiasts who know their onions. It’s for petrolheads who care about only one thing – driving pleasure. And in that regard, believe you me, it doesn’t disappoint one bit. If you ask me, there’s no car this side of ₹60 lakh that goes as fast or handles as well as the Golf GTI. Sure, it may cost a king’s ransom to own, but what you get in return is hot-hatch royalty.</p><p>Anyway, it doesn’t matter what you or I think about the Golf GTI now. The simple fact of the matter is that Volkswagen India doesn’t give two hoots about what we say, for all 150 units of the GTI headed to India have already been spoken for!</p><iframe width="1425" height="500" src="https://www.youtube.com/embed/oRTsvpebtrc" title="The Golf GTI Makes No Sense for India, BUT… | Review | 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>Volkswagen Golf GTI</strong>"]</p>

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

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

<p><strong>Power:</strong> 261bhp </p>

<p><strong>Torque:</strong> 370Nm</p>

<p><strong>Fuel:</strong> Petrol</p>
 
<p><strong>Price:</strong> ₹53 Lakh (Ex-showroom)</p>

<p><strong>X-Factor:&nbsp;</strong><em>The Golf GTI is a hot hatch par excellence and caters to true-blue driving enthusiasts.</em></p>

<table cellpadding="1" cellspacing="1">
	<tbody>
		<tr>
			<td>
			<p><strong>Pros &nbsp;</strong>&nbsp; &nbsp;&nbsp;&nbsp; &nbsp;&nbsp;&nbsp;<br>
			•&nbsp; Stellar performance, scalpel-sharp handling</p>

			</td>
			<td>
			<p><strong>Cons</strong><br>
			• Pricey, low ground clearance</p>
			</td>
		</tr>
	</tbody>
</table>

<p>[/tab]</p>

<p>[/tabs]</p>


Volkswagen Golf GTI First Drive Review - Badge of Honour

It may cost a king’s ransom in India, but the Volkswagen Golf GTI rewards you with hot-hatch pedigree and driving purity that very few cars on our roads can match.

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

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

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

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

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







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

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







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







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

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

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

<p>The petrol engine is now available with a 5-speed AMT, while the CNG and diesel variants are paired with a 5-speed manual gearbox. While the gear shifts are generally easy, the throws are long, and there’s an occasional grinding sound mid-shifts. So, while the engine itself is reasonably competent, there haven’t been any notable improvements in terms of how it behaves.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/06/Tata-Altroz-Rear-Three-Quarter-1749464194255.webp" alt="Tata Altroz-Rear-Three-Quarter.jpg" style="width: 100%; height: auto;">
      </div>
    </p>

<p>What does stand out, however, is the ride quality. Tata continues to deliver some of the best suspension setups in the business – the Altroz handles bumps with impressive composure while still offering good grip around faster corners. It may not be an outright driver’s car, but it comes remarkably close.</p>

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

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

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






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

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

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

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

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

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

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

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

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

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

<p>[/tab]</p>

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

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

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

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

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

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

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

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

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

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

<p>[/tab]</p>

<p>[/tabs]</p>

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

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

<p>
    The team at autoX is no stranger to the X1 – be it in its petrol, diesel, or electric guise. Regular readers will recall we extensively tested the standard iX1 in our four-way comparison against the Kia EV6 GT, Volvo XC40 Recharge, and Hyundai Ioniq 5. So, it’s fair to say that we have a solid benchmark to measure its performance against most of its rivals.</p>
<p>However, BMW may have just checkmated the competition of that list with the new iX1 LWB. It gets more space and as an added bonus, it’s assembled right here in India. That not only makes it a lot more affordable than its ICE and electric counterparts but also its aforementioned rivals.</p>


<h2>BMW&nbsp;iX1 LWB Design &amp; Dimensions:&nbsp;Same Platform, Bigger Package</h2>

<p>Let’s start with design and styling – an inherently subjective part of any review. If you liked the aesthetics of the standard (and now discontinued) iX1, you are going to love the new iX1 LWB. If not, well….I’m sorry but this one looks pretty much the same.</p>

<div style="width: 100%; height: auto;" class="post-image">
    <img src="https://images.autox.com/uploads/2025/02/1740141909426-j23d-BMW-iX1-LWB-Front-Three-Quarter.webp" alt="BMW iX1 LWB-Front-Three-Quarter.jpg" style="width: 100%; height: auto;">
</div>



<p>While the overall silhouette remains largely unchanged, the iX1 LWB has grown in length to 2,800mm – an increase of 116mm overall, with the wheelbase alone accounting for 108mm. While all that extra length has been added behind the B-pillar, its proportions still look balanced. Like a GQ model, it doesn’t suffer from an awkward long-legs-short-torso look – in fact it looks rather handsome.</p>

<p>Most of the design elements from the standard model have been carried over. However, one practical upgrade is the rear doors, which now open at a wider angle, making ingress and egress much easier for rear passengers. In terms of overall size, the iX1 LWB has now become closer to the previous-generation X3 – precisely the positioning that BMW was aiming for.</p>

<div style="width: 100%; height: auto;" class="post-image">
    <img src="https://images.autox.com/uploads/2025/02/1740141835830-hlvf-BMW-iX1-LWB-Rear-Seat-Space.webp" alt="BMW iX1 LWB-Rear-Seat-Space.jpg" style="width: 100%; height: auto;">
</div>








<p>As a result, what you now get is the widest and tallest cabin in the segment, offering ample legroom to lounge and relax. Even with two passengers over six feet, neither will have any reason to complain. That said, the under-thigh support is a bit of an issue due to the tall footboard – an unfortunate byproduct of the ICE-to-EV conversion process. To further enhance the rear-seat comfort, BMW has increased the legroom by 109mm and even extended the seat cushion length by 15mm. While features remain similar and aplenty, I do wish BMW had gone a step further by adding separate AC blower controls and sunblinds – it would have been a perfect finishing touch for an otherwise well-appointed cabin.</p>



<h2>iX1 LWB Driving Experience: Single-Motor Performance</h2>

<p>Now, while the iX1 LWB gains extra space, it sacrifices a bit of performance. To make the price tag more appealing, BMW has opted for a single-motor setup instead of the twin-motor configuration of the standard iX1.</p>

<div style="width: 100%; height: auto;" class="post-image">
    <img src="https://images.autox.com/uploads/2025/02/1740141822845-90ht-BMW-iX1-LWB-Rear-Three-Quarter.webp" alt="BMW iX1 LWB-Rear-Three-Quarter.jpg" style="width: 100%; height: auto;">
</div>

<p>Essentially, the iX1 LWB now gets a front-wheel drivetrain with a 66.4kWh battery pack, producing 204bhp and 250Nm of peak torque. When you step on the throttle pedal, there’s a noticeable shove but not as instantaneous and explosive as offered by the twin-motor setup of the standard iX1. However, thanks to the FWD configuration, it feels lighter and more nimble – it behaves more like a lukewarm hatchback than an all-out luxury electric SUV.</p>

<p>There is less understeer, and the dynamics feel sharper than the twin-motor version’s. In relentless Indian traffic, it’s light, agile, and easy to throw around, making it surprisingly fun to drive in everyday conditions.</p>

<h2>Why the BMW iX1 LWB Makes Sense for Families</h2>

<p>If Dominic Toretto were more practical, lived in India, and needed an everyday runabout for the family, I’d ask him not to overlook the iX1 LWB. It offers significantly more space, making it a better and more well-rounded family SUV. And since it’s now assembled in India, it has a price tag of ₹49 lakh (ex-showroom). A luxury family SUV with a BMW badge on the bonnet that costs less than most rivals? That‘s a dream come true for many. And the best part? Despite its practicality, the iX1 LWB doesn’t compromise on BMW’s signature driving excitement.</p>


<iframe width="853" height="480" src="https://www.youtube.com/embed/BGt7lamIJNo" title="BMW iX1 LWB 2025 India | First Drive Review | This Changes Everything | EV SUV | autoX" frameborder="0" allow="accelerometer; autoplay; clipboard-write; encrypted-media; gyroscope; picture-in-picture; web-share" referrerpolicy="strict-origin-when-cross-origin" allowfullscreen=""></iframe>

<p>[tabs]</p>

<p>[tab title="<strong>BMW iX LWB</strong>"]</p>

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

<p><strong>Transmission:</strong> Single Speed FWD</p>

<p><strong>Power:</strong> 204bhp </p>

<p><strong>Torque:</strong> 250Nm</p>

<p><strong>Range:</strong> 531km (MIDC)</p>

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

<p><strong>X-Factor:&nbsp;</strong><em>More space, sub-Rs 50 lakh price tag, and a BMW badge – enough said!</em></p>

<table cellpadding="1" cellspacing="1">
    <tbody>
        <tr>
            <td>
                <p><strong>Pros &nbsp;</strong>&nbsp; &nbsp;&nbsp;&nbsp; &nbsp;&nbsp;&nbsp;<br>
                    •&nbsp; Handling, Space &amp; BMW Badge Value</p>

            </td>
            <td>
                <p><strong>Cons</strong><br>
                    • Manual Steering Adjustment, No Rear Sunblinds </p>
            </td>
        </tr>
    </tbody>
</table>

<p>[/tab]</p>

<p>[/tabs]</p>

BMW iX1 LWB Review - Zeal Appeal

BMW X1’s electric LWB iteration is here to spice things up, offering X3-like space with a price tag of ₹49 lakh. Is it too good to be true?

<p>I’m a massive BMW M fan, and within that quite rapid niche, I’m very specifically an M5 fan! </p><p>But, while I was looking forward to driving the new 717 horsepower M5, I was also a little concerned – since it’s now also carrying the weight of a small electric motor and battery pack. So, it would certainly be fast, but would it still be athletic?</p><h2>A Brief History of the BMW M5</h2><p>But first, a quick crash course on the history of the M5.</p><div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/11/BMW_M5_E28_autoX-1763455467204.webp" alt="BMW_M5_E28_autoX.jpg" style="width: 100%; height: auto;">
      </div>
    <p>The original – the E28 – is a legend! It created the category of super sedans in the 80s. BMW took a regular four-door sedan &amp; plonked their motorsport engine from the M1 in it and a brand-new era of sport sedans was born. Yes, it was a bit soft and wallowy, but it’s also super engaging to drive.</p><div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/11/BMW_M5_E34_autoX-1763455660128.webp" alt="BMW_M5_E34_autoX.jpg" style="width: 100%; height: auto;">
      </div>
    <p>The second-gen, the E34 – made famous in that incredible car chase in the film Ronin – is an amazing car to drive. It’s not that fast by modern standards, but there’s a goodness in the way it goes down the road. The throttle pedal is long &amp; progressive – that was the traction control of the era. You controlled the power delivery not through fancy electronics but with your right foot.</p><div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/11/BMW_M5_E39_autoX-1763455817387.webp" alt="BMW_M5_E39_autoX.jpg" style="width: 100%; height: auto;">
      </div>
    
  <p>The third-gen – the E39 – is one of my favourite cars of all time. Under the hood, it had a 4.0-litre naturally-aspirated V8 that made 400 horsepower. It was super luxurious and incredibly playful – the perfect combination for a daily driver and a car in which to cross continents.</p><div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/11/BMW_M5_E60_autoX-1763456029678.webp" alt="BMW_M5_E60_autoX.jpg" style="width: 100%; height: auto;">
      </div>
    
  <p>The fourth-gen – the E60 – had a monster 5.0-litre V10 that was taken straight out of an F1 car. Perhaps one of the most incredible engines of all time. Sadly, it was plagued by a single-clutch SMG gearbox that was clumsy and just couldn’t keep up.</p><div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/11/BMW_M5_F10_autoX-1763456257676.webp" alt="BMW_M5_F10_autoX.jpg" style="width: 100%; height: auto;">
      </div>
    <p>The F10 grew bigger, more luxurious and even more powerful thanks to a pair of turbos. It was monumentally fast, but it was just too heavy and unwieldy for my liking. The F90 was more of the same, although I never drove the famed CS model. </p>
  <h2>BMW M5 G90 Hybrid Performance: Power Meets Weight</h2><p>You would think that the G90, the latest M5, with hybrid tech, at two-and-a-half tonnes, would be just too heavy to be fun to drive. But, with 717bhp &amp; 1,000Nm, and zero lag in power delivery, thanks to the electric motor, it’s an absolute blast from behind the wheel.</p><div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2024/12/BMW-M5-Launched.jpg" alt="BMW M5 Launched" style="width: 100%; height: auto;">
      </div>
    <p>It’s more luxurious and better kitted out than ever, but it’s also incredibly fast and fun to drive. And, with an all-electric range of 69 kilometres, you could argue that it’s just that little bit more responsible than before too. I thought it would be numb and forgettable, instead it turned out to be super-fast, engaging and incredibly desirable.</p>
  <p>100km/h comes up in just 3.5 seconds, so you know that power is stupendous. But, crucially, so is the chassis and body control. Yes, on quick weight transfers, you do feel the sheer heft, but other than that it’s incredibly easy to hustle around the racetrack. Thanks to the four-wheel drive, you can just point-and-shoot. It simply hunkers down and goes looking for less able prey to harass out of its way. And with that big, black snout (which is illuminated at night for added effect), you can bet that it clears a path with no trouble at all.</p><div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/01/1738237643646-032a-BMW-M5-steering-wheel.webp" alt="BMW M5-steering-wheel.jpg" style="width: 100%; height: auto;">
      </div>
    
  <p>The best part of this M5 isn’t that you can actually use it as a track car, it’s the fact that it’s incredibly comfortable, luxurious and spacious while also being insanely fast at the same time. Frankly, it’s a good thing that you won’t be taking it to a track on a regular basis. My assumption is that, with the traction control system working overtime to keep all that power and weight in check, your brake pads are likely to be toast sooner rather than later.</p>
  <p>So, you’re better off using the M5 as a fast and luxurious road warrior. You’ll be able to outgun pretty much everything else, and you can do it safe in the knowledge that no one else on the road would be foolhardy enough to get in your way. If that isn’t thug life, I don’t know what is…</p><div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/01/1738237604391-knvp-BMW-M5-Rear-View.webp" alt="BMW M5-Rear-View.jpg" style="width: 100%; height: auto;">
      </div>
    
  
  <p>[tabs]</p>

<p>[tab title="<strong>BMW M5</strong>"]</p>

<p><strong>Engine:</strong> 4,395cc Twin-Turbo V8</p>

<p><strong>Transmission:</strong> 8-Speed AT AWD</p>

<p><strong>Power:</strong> 717bhp </p>

<p><strong>Torque:</strong> 1,000Nm</p>
 
<p><strong>Fuel:</strong> Petrol-hybrid</p> 

<p><strong>Price:</strong> ₹1.99 Crore Ex showroom</p>

<p><strong>X-Factor:&nbsp;</strong><em>Still the fastest &amp; most capable luxury sedan in the world.</em></p>

<table cellpadding="1" cellspacing="1">
	<tbody>
		<tr>
			<td>
			<p><strong>Pros &nbsp;</strong>&nbsp; &nbsp;&nbsp;&nbsp; &nbsp;&nbsp;&nbsp;<br>
			•&nbsp; Insanely fast &amp; luxurious </p>

			</td>
			<td>
			<p><strong>Cons</strong><br>
			• Fast, yes, but also ridiculously complicated &amp; heavy </p>
			</td>
		</tr>
	</tbody>
</table>

<p>[/tab]</p>

<p>[/tabs]</p>

BMW M5 First Drive Review - Thug Life

The brand new BMW M5 is a 717-horsepower thug, and it’s in no mood to pretend otherwise! But what happens when you take a thug to a racetrack?

<p>This Bavarian duo couldn’t be more different – one is a four-door family sedan, and the other is a two-door sports convertible. Yet, they share a common thread – both are powered by one of the greatest turbo petrol engines of all time – BMW’s B58 3.0-litre six-cylinder powerhouse.</p><p>Objectively speaking, it doesn’t make much sense to compare the M340i and Z4 M40i, for they are built for entirely different purposes. However, that ‘M’ badge…well, that’s where the trouble lies. Why, you ask? Well, because that badge signifies that both vehicles have been primarily designed to offer one thing – sheer driving pleasure. So, putting their purposes aside, the question is – which of the two is the more engaging 40i?</p>
  <h2>BMW M340i Review – The Ultimate Sleeper Performance Sedan</h2><p>Guess which one’s more expensive between the two? Yes, you’re right – it’s the Z4. Now, guess which one is more powerful and quicker? Well, nope, you’re wrong this time. It’s the M340i!</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2023/05/BMW-M340i-Front-Three-Quarter.jpg" alt="BMW M340i Front Three Quarter" style="width: 100%; height: auto;">
      </div>
    </p><p>Would it be fair to say that the M340i is the most complete performance car under a crore? I’d say it is. The M340i is the kind of product that isn’t about asking what you get for your money, but what is it that you don’t? You get my drift? There’s virtually everything that it brings to the table – high performance, impeccable dynamics, four-door practicality, and the latest tech. Plus, when you’re not aiming for the 1/10ths, it’s a luxury sedan par excellence. And the icing on the cake is its phenomenal pricing. The first time I drove the M340i, about four years ago, I called it ‘the bargain M3’. Even after all these years, that statement still holds true.</p><p>Now, BMW has tweaked the M340i to make it more user-friendly in India, but it retains the sleeper soul of the original. In short, the star of the show is still the B58 engine, pushing out nearly 370 horses and 500Nm of twisting force. Cutting straight to the chase, the B58 is an absolute firecracker of an engine. Push the pedal to the metal and this engine propels the M340i from a standstill to license-cancelling speeds in no time.  What’s more, it can do the 0 – 100km/h sprint in just 4.4 seconds, which not only makes it the fastest accelerating Made-in-India ICE vehicle, but that’s also half a second faster than the legendary V8-powered E90 M3. That’s quite something.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/01/1738235868131-ortc-BMW-M340i-Taillight.webp" alt="BMW M340i-Taillight.jpg" style="width: 100%; height: auto;">
      </div>
    </p><p>There’s no denying though that it’s not a real M car – which means it often gets slagged, mostly by trolls, on the internet for featuring an M badge. But if you ask me, it feels like an M car 80% of the time. That’s no way a bad deal because while it has the go of an M car, it’s not constantly on edge. In fact, with just a press of a button it turns into a docile luxury sedan. More so in the latest version, since it now gets the M Adaptive Suspension as standard. As a result, the ride isn’t jarring all the time – it’s supple, quiet, and absorbent on bad roads. It feels like a proper luxury sedan – until you turn to Sport or Sport Plus modes. Then all hell breaks loose!</p><p>When you’re blasting down a straight, the M340i – with its all-wheel drive or xDrive system – is blistering fast and sticks to the road like a leech. The grip, traction, and stability – all impeccable. Around corners, it’s much the same story. It corners like it’s being driven on rails. The new flat-bottom M steering wheel is direct and precise, and the nose darts around turns without missing a beat. What’s more, the overall composure and adjustability of this chassis is simply remarkable. Classic BMW traits.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/01/1738235837048-oxv8-BMW-M340i-side-profile-dynamic.webp" alt="BMW M340i-side-profile-dynamic.jpg" style="width: 100%; height: auto;">
      </div>
    </p><p>But you might argue that it’s not rear-wheel drive. Well, no, it’s not. But, this is still a BMW at heart, which means that the xDrive system unashamedly favours the rear axle.  So, while cornering hard, you can always sense the car being pushed and rotated from the back. The handling is delectable, period.</p>
  
  
  
  <p>If there’s one slight criticism I have, it’s that the M Adaptive Suspension in the LCI version has made it a little too plush – even in the sportiest of settings, there’s a bit more boy roll compared to the old car. It’s still incredibly sharp for a four-door family sedan, but it doesn’t seem to be fully committed to the cause. Let’s just say that it’s now easier to live with on a daily basis on our roads, and I completely understand why BMW chose to do that.</p><p>On the flip side, what has become better, surprisingly, is the noise. This thing is markedly louder than the outgoing version. I distinctly remember being underwhelmed by the whole experience of the previous model  – even while driving at the speed of sound, it always felt a little muted inside. But not this one – it growls. It pops and bangs on the overrun, and you don’t have to stick your ear to the exhaust – it’s easily audible in the cabin. Now, of course, you might argue that this is nothing but BMW’s infamous piped-in noises coming through the speakers. However, I rolled down all four windows, stuck my head out, and noticed that it was very much a genuine noise coming straight from the exhaust pipes.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/01/1738235910090-1qap-BMW-M340i-steering-wheel.webp" alt="BMW M340i-steering-wheel.jpg" style="width: 100%; height: auto;">
      </div>
    </p><p>What makes life feel even better in the M340i is its interior. This isn’t a stripped-down performance car on that front – it’s a full-on luxury car instead. You get BMW’s latest iDrive 8.5, along with the new-age Curved Display with two screens. There are all the creature comforts that you get in a regular 3 Series, meaning it’s opulent and tech-laden. Plus, the new Vernasca black leather upholstery, combined with contrast blue stitching and a heavy dose of carbon fibre, is so tastefully done.</p><p>The M340i is irresistible, and of that, there’s no doubt. But can it better the Z4 – a two-door sportscar with limitless headroom – as the ultimate driving machine? If you ask me, it’s got its work cut out!</p>
  
  
  <h2>BMW Z4 M40i Roadster Review – Open-Top Thrills</h2><p>The moment you jump into the Z4, especially after experiencing the M340i, you realise the difference between a performance car and a sports car. In the Z4, everything feels more serious. You sit low, almost on the floor, the seats are narrow, the overall sense of space is tighter, and every control is more driver-focused. The dashboard is tilted towards the driver, the M steering wheel – it’s perfectly round here – is smaller and has a thinner rim, and the pedals are relatively closer to each other.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/01/1738235979507-46rw-BMW-Z4-M40i-steering-wheel.webp" alt="BMW Z4 M40i-steering-wheel.jpg" style="width: 100%; height: auto;">
      </div>
    </p><p>Now, one important thing to note is that tech and gadgets here are a generation behind what you get in the M340i. So, no curved displays or big screens. What you get instead is the old iDrive 7 with two 10.25-inch screens – one for the infotainment and the other as a driver display. Compared to the M340i, this interior does feel outdated, but we’re not here to play with screens – not on this occasion, at least.</p><p>Because the Z4’s cabin feels a generation older, it has a more analogue and old-school charm of the two. Plus, it comes with a proper gear lever, instead of the soulless toggle button / shifter of the M340i. Now, let’s move to the juicier bits. The Z4 does not have an M avatar and thus the M40i is the top-spec version of the roadster that money can buy. Although, if you happen to be anywhere else in the world, there’s something called the Toyota Supra for you, which is based on the same platform as the Z4 – but that’s a story for another day.</p><p>In terms of the hardware, the Z4 M40i gets more or less the same kit as the M340i – M Adaptive Suspension, M Sport Differential, M Brakes, and, of course, the B58 firecracker.  However, there’s a catch. The Z4’s B58 is offered in a lower state of tune in India, producing 335bhp and 500Nm. A bit of a downer, considering BMW offers it in a more powerful state of tune in global markets. There’s a manual transmission on offer, too, but in India, it’s only offered with the 8-speed ZF auto, the same as the M340i. On the upside, it can still crack 0 – 100km/h in 4.5 seconds, and unlike the M340i, it’s a pure front-engine, rear-wheel drive machine.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/01/1738236134428-2mf9-BMW-Z4-M40i-Motion.webp" alt="BMW Z4 M40i-Motion.jpg" style="width: 100%; height: auto;">
      </div>
    </p><p>If you stomp on the A-pedal in the M340i carelessly, its AWD and long wheelbase ensure that you’re well taken care of. But do the same in the petiter RWD roadster, and it won’t hesitate to throw caution to the wind, resulting in a furious wheel spin and fishtailing. Sure, the traction control and electronics reign it in before you end up embarrassing yourself, but it does send a warning to your senses. It’s lively but in a fiery way.</p>
  
  
  <p>Once the Z4 gains traction, though, it takes off with blistering speed. There’s no dearth of performance, as it picks up pace quickly, all while making glorious noises. And that difference of 0.1s hardly matters, especially when the roof is down, the sun is shining on your receding hairline, and you feel the full force of Delhi’s filthy air against your face. That’s what a convertible does – it creates a sense of occasion even in such dystopian times.</p><p>Surprisingly, the Z4’s exhaust produces understated noises. Even with the roof down, it’s not as loud. However, the induction noise is deeper, and the pops on the overrun are bassier. Put the roof back up – it takes only 10 seconds to open or close the roof – and it becomes even more muted. However, if you do a rev battle at a standstill, it’s the Z4 that produces a throatier and louder noise.</p><p>In the handling department, the Z4 is every bit a sports car, and then some. The nose is sharp, and it’s more agile for obvious reasons. Despite being RWD, the traction is phenomenal. It never loses composure around corners regardless of how hard you push it. There’s some movement at the back when you turn the TC off, but to break traction and slide – and to catch the tail back again – you would have to be a driving god! It’s unshakeable. This is also down to its tyres. While both the M340i and Z4 feature 19-inch staggered set, the latter gets fatter tyres – 255/275 vs 225/255 at the front and rear. The wider contact patch makes all the difference.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/01/1738236143534-9g8z-BMW-Z4-M40i-vs-BMW-M340i-side-profile-dynamic.webp" alt="BMW Z4 M40i vs BMW M340i-side-profile-dynamic.jpg" style="width: 100%; height: auto;">
      </div>
    </p>
  <p>Then there’s the suspension. The Z4 has a stiffer setup, and you can feel it when you’re pushing it around corners. However, its roadholding isn’t as impeccable as the M340i, for the Z4 tends to hop and skip when the surface isn’t silky smooth. There’s also a lot of side-to-side movement, and it feels excessively rigid in its Sport modes. The steering is direct, but it’s got an artificial heft unlike the M340i, which feels better weighted and consistent through and through. It’s a similar story with the gearbox. The ZF 8-speeder is identical in both vehicles, but it offers snappier shifts, especially in manual mode, in the M340i.</p><p>Much like the M340i, the Z4 can go from being a rowdy machine to a gentle luxury car in no time. Despite having a soft top, the noise insulation is impressive, and the overall refinement is simply brilliant. What’s more, in Comfort mode, the suspension is supple and the ride isn’t bone jarring. In fact, for a sports car, it’s surprisingly easy to live with, even on Indian roads. Even the ground clearance is decent. The only thing you have to deal with is the attention it garners  – it’s an outright head-turner.</p><h2>BMW Z4 vs M340i – Which 40i You Should Buy?</h2><p>Having driven both the 40is to my heart’s content, I can convincingly tell you that there’s no loser here. They are both fantastic driver’s cars, with a lot of character and charisma. That said, if you put a gun to my head, along with a crore in my bank account, I’ll give you a clear winner in terms of sheer thrills. It’s the M340i. Not only is the B58 drivetrain livelier, louder, and more engaging in the M340i, but it’s also more playful in terms of driving dynamics. The fact that it happens to be a four-door practical sedan and considerably more affordable than the Z4 only makes the whole deal sweeter.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/01/1738235940255-dmnn-BMW-Z4-M40i-vs-BMW-M340i-Front-Three-Quarter.webp" alt="BMW Z4 M40i and M340i" style="width: 100%; height: auto;">
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    </p><p>As for the Z4, it may not be an outright driver’s delight as the M340i, but it has a greater sense of occasion for sure. And in terms of performance and handling or sheer driving thrills, it trails the M340i only by a whisker or so. But that’s precisely it – it trails its four-door siblings, and not leads. So, from a driver’s perspective, it’s the M340i, which is the better 40i of the two. This also means that, for me, the M340i is now also the most exciting car under a crore, in addition to being the most complete.</p>

<p>[tabs]</p>

<p>[tab title="<strong>BMW M340i</strong>"]</p>

<p><strong>Engine:</strong> 2,998cc  6-Cylinder</p>

<p><strong>Transmission:</strong> 8-Speed AT AWD</p>

<p><strong>Power:</strong> 369bhp </p>

<p><strong>Torque:</strong> 500Nm</p>
 
<p><strong>Fuel:</strong> Petrol</p> 

<p><strong>Price:</strong> ₹74.90 Lakh Ex showroom</p>

<p>[/tab]</p>

<p>[tab title="<strong>BMW Z4 M40i</strong>"]</p>

<p><strong>Engine:</strong> 2,998cc  6-Cylinder</p>

<p><strong>Transmission:</strong> 8-Speed AT RWD</p>

<p><strong>Power:</strong> 335bhp </p>

<p><strong>Torque:</strong> 500Nm</p>
 
<p><strong>Fuel:</strong> Petrol</p> 

<p><strong>Price:</strong> ₹90.90 Lakh Ex showroom</p>

<p>[/tab]</p>

<p>[/tabs]</p>

BMW Z4 vs M340i Comparison Review - Naughty 40ies

Two BMWs. One heart. Different beats. One’s a stealthy four-door missile, the other a wild drop-top. But when it comes to pure thrills, which 40i truly delivers?

2025 Mercedes-Benz E-Class vs BMW 5 Series LWB Comparison Review - The Long Game

Can the long-legged 5 Series stretch the E-Class LWB to its breaking point? There was only one way to find out – a head-to-head battle.

<p>
    It’s raining performance cars in India this year, isn’t it? Volkswagen started the trend with the Golf GTI earlier this year; its sister brand, Škoda, followed with the Octavia RS, and now Mini India wants a slice of the action with the all-new Countryman JCW.</p>

<p>Unlike the VW Group twins, the Mini is more expensive — but it also offers more poke, more practicality, and, of course, greater snob value. It is, after all, a luxury badge. And oh, it’s an SUV — the country’s most-loved automotive format right now. The question is, does it live up to the promise? We had a brief interaction with the latest (and largest) Mini at the Buddh International Circuit during its launch, and here’s why the Countryman JCW deserves your attention.</p>





<h2>Mini Countryman JCW Design &amp; Styling: The Works</h2>

<p>When John Cooper Works sprinkles its magic on a Mini, they go the whole nine yards — every component gets re-engineered to bring out the brand’s sporty alter ego. Now, the current-gen Countryman isn’t exactly a looker if you ask me. At 4.4 metres long, it’s hardly “mini”, and it tries a bit too hard to look SUV-ish when, in essence, it’s more of a jacked-up hatchback or a crossover at best. That said, the JCW makeover adds real intent. Plus, in its special British Racing Green, Legend Grey, and Midnight Black colour options, it looks properly menacing.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/11/Mini-Countryman-JCW-Taillight-1763013409591.webp" alt="Mini Countryman JCW-Taillight.jpg" style="width: 100%; height: auto;">
      </div>
    </p><p> Adding yet more drama to its outer appearance are special 19-inch JCW wheels with red brake callipers, aggressive bumpers with loud red detailing, quad exhaust tips, and JCW badging all around. Okay, it won’t make you go weak in the knees, but it does exude a purposeful and racy stance.</p><p><strong>Also Read:</strong> <a href="https://www.autox.com/reviews/car-reviews/2025-skoda-octavia-rs-first-drive-review---czech-mate-122112/" target="_blank">2025 Skoda Octavia RS First Drive Review - Czech Mate!&nbsp;</a></p>

<h2>Mini Countryman JCW Interior &amp; Practicality Review</h2>

<p>Step inside and you’re greeted by a cabin drenched in JCW flair. There are electrically adjustable sport seats, a JCW steering wheel with aluminium paddles, the signature 9.4-inch circular OLED infotainment display, a panoramic sunroof, Level 1 ADAS, a head-up display, and a Harman Kardon audio system — all standard.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/11/Mini-Countryman-JCW-steering-wheel-1763013403994.webp" alt="Mini Countryman JCW-steering-wheel.jpg" style="width: 100%; height: auto;">
      </div>
    </p><p>The all-black interior, finished in knitted fabric with red accents, feels both classy and sporty, while the signature toggle switches reinforce Mini’s go-kart-meets-retro design language. The rear compartment has generous space for two adults, and the sliding rear bench (by up to 130mm) helps free up more legroom or boot volume (500 litres as standard) as needed. Overall fit-and-finish levels feel premium.</p>

<h2>Mini Countryman JCW Engine, Performance &amp; Handling</h2>

<p>Under the hood sits a 2.0-litre, four-cylinder turbo-petrol that churns out 296bhp and 400Nm. Power is channelled to all four wheels via a 7-speed dual-clutch automatic and Mini’s ALL4 AWD system. With that setup, the Countryman JCW dispatches the 0–100km/h sprint in 5.4 seconds, half a second quicker than the Golf GTI.</p><p><strong>Also Read:</strong>&nbsp;<a href="https://www.autox.com/track-test/volkswagen-golf-gti-wins-car-of-the-year---autox-awards-2025-122162/" target="_blank">Volkswagen Golf GTI Wins Car of the Year - autoX Awards 2025</a></p><p>Out on the BIC, it built speed effortlessly, thanks to its seamless power delivery, rapid-fire shifts, and unflappable traction. It’s got the go, for sure, but what I don’t like is how it pretends to be going faster than it actually is, for the piped-in exhaust note dulls the authenticity. The brakes, however, are exceptional, offering strong bite and confidence to dive deep into corners.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/11/Mini-Countryman-JCW-Rear-Static-1763013397942.webp" alt="Mini Countryman JCW-Rear-Static.jpg" style="width: 100%; height: auto;">
      </div>
    </p><p>Handling, too, feels properly sorted. Even from our limited, lead-car-paced run, it’s clear the JCW is a driver’s car through and through — taut suspension, direct steering, and phenomenal grip. That said, this sporty setup will be a bit of a bother on public roads as the ride quality will suffer.</p>







<h2>Mini Countryman JCW Price, Verdict &amp; Should You Buy It?</h2>

<p>The Countryman JCW is aimed at keen drivers who primarily want three things — sports-car-like performance &amp; handling, SUV-like practicality, and Mini’s iconic badge (&amp; shape). It nails all three with surprising ease. Priced at ₹64.90 lakh (ex-showroom), it isn’t cheap, but it packs in performance, personality, and usability in a way few others in the segment do.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/11/Mini-Countryman-JCW-1-1763013393317.webp" alt="Mini Countryman JCW-1.jpg" style="width: 100%; height: auto;">
      </div>
    </p><p>Now, whether it can truly challenge other performance cars around the ₹60-lakh mark is a question for another day — one where Mini lets us loose on the track without a lead car perhaps. Because after my brief stint at the BIC, I’ve been itching to unleash its full potential. And trust me, I can’t wait for that next go.</p><p><strong>Also Read:</strong>&nbsp;<a href="https://www.autox.com/news/car-news/new-mini-countryman-se-all4-launched-at-rs-6690-lakh-in-india-122119/" target="_blank">New Mini Countryman SE All4 Launched</a></p>





<p>[tabs]</p>

<p>[tab title="<strong>Mini Countryman JCW</strong>"]</p>

<p><strong>Engine:</strong> 1,998cc Inline-4</p>

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

<p><strong>Power:</strong> 296bhp</p>

<p><strong>Torque:</strong> 400Nm</p>

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

<p><strong>Price:</strong> ₹64.90 Lakh Ex showroom</p>

<p><strong>X-Factor:&nbsp;</strong><em>Hot hatch performance clubbed with crossover practicality, this Mini hits the sweet spot.</em></p>

<table cellpadding="1" cellspacing="1">
    <tbody>
        <tr>
            <td>
                <p><strong>Pros &nbsp;</strong>&nbsp; &nbsp;&nbsp;&nbsp; &nbsp;&nbsp;&nbsp;<br>
                    •&nbsp; Performance, handling, X-Factor</p>

            </td>
            <td>
                <p><strong>Cons</strong><br>
                    • Stiff suspension; not an SUV! </p>
            </td>
        </tr>
    </tbody>
</table>

<p>[/tab]</p>

<p>[/tabs]</p>

Mini Countryman JCW All4 First Drive Review - Max Mini

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<p class="MsoNormal" style="text-align: justify;">The evolving landscape of cars in India witnesses the launch of new
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<p class="MsoNormal" style="text-align: justify;">The autoX keeps you updated about the latest cars in India along with
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<p class="MsoNormal" style="text-align: justify;">The new launches of May 2025 are the Volkswagen Golf GTI, the Kia Carens
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