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Mahindra XEV 9S: Here's Everything you Need to Know

You wait ages for a bus to arrive, and then two show up at once. Those were my first thoughts when Skoda announced the arrival of the fourth-generation Octavia RS in India - right after Volkswagen launched the iconic Golf GTI. The only difference is that these two aren't buses. In fact, they're two of the best everyday performance cars in the world. And for the first time ever, both have landed in India together. Naturally, this has petrolheads across the country jumping up and down in excitement - whether they can they can afford one or not, well, it doesn't really matter.
Also Read:&nbsp;<a href="https://www.autox.com/reviews/car-reviews/mercedes-amg-cle-53-review---brutally-stylish-121757/">Mercedes-AMG CLE 53 Review - Brutally Stylish</a>

Now, over the past few months, I've driven the Golf GTI to my heart's content, and I've concluded that it's the perfect everyday fun car for Indian enthusiasts. The Octavia RS, though, threatens to change that. It's more spacious, more practical, and a tad more affordable - while promising the same explosive performance and razor-sharp handling. But does it actually deliver? I spent a few laps at the Buddh International Circuit with it to find out.
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Powering the Octy RS is the same drivetrain as the Golf GTI - a 2.0-litre four-cylinder turbo-petrol engine producing 261bhp and 370Nm, sending power to the front wheels via a 7-speed dual-clutch gearbox and a trick electronic differential. Since the RS is a bigger, heavier car, it's half a second slower to 100km/h (6.4s vs 5.9s). That said, when you're gunning it down the back straight of the BIC, you'll barely notice the difference - the RS is plenty quick.






The numbers on the speedo climb rapidly as the scenery dissolves into a blur. I clocked 202km/h (GPS-verified) on the back straight before stomping on the brakes. Like the GTI, the RS's drivetrain feels perfectly tuned for maximum performance. The engine is a free-revving unit, and the DSG complements it beautifully with lightning-quick shifts.
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 The party trick, of course, is the handling. Like the Golf GTI, it's hard to believe this Skoda is front-wheel drive. The steering is sharp, the nose darts into corners without a sign of understeer, and the grip levels are extraordinary. Compared to the Golf, it feels a touch more stable mid-corner but slightly less pointy at turn-in - courtesy of its 50mm longer wheelbase and extra weight. Braking performance is solid, although the pedal on my particular RS went soft after two hot laps. Understandable, given that the car had already been through a lot of abuse in the sessions earlier that day - and, I can assure you, nobody was taking it easy out there!
Also Read:&nbsp;<a href="https://www.autox.com/reviews/car-reviews/mahindra-xev-9e-vs-hyundai-creta-ev-vs-tata-harrierev-comparison---circuit-breaker-121955/">Mahindra XEV 9e vs Hyundai Creta EV vs Tata Harrier.ev Comparison - Circuit Breaker</a>

The biggest highlight of the Octy RS, just like the GTI, is how accessible its performance is to everyone. It fits like a glove - intuitive, confidence-inspiring, and fast from the get-go. Want proof? Of the three laps I got, I managed a 2:35 lap time - with four people onboard - without breaking a sweat (check out the onboard video on our Instagram and YouTube). And that's the point - the Octavia RS is a more practical avatar of the Golf GTI.
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 You get the same thrills but with extra space for your family and luggage (600 litres vs 380 litres). It's also more feature-rich, with electric front seats, massage functions, and a 360-degree camera. I also prefer the Alcantara dashboard and sporty seats of the RS over the rather spartan interior of the GTI.



<h2>Verdict</h2>

The Golf GTI is the ultimate hot hatch, but the Octavia RS adds a dose of practicality, without diluting the fun. However, to reach a final verdict after just a brief session with the RS is a difficult task - I need more seat time with both cars. But one thing's certain: it's not going to get any easier for me to make that decision later as well. Either way, there's not going to be any loser in this contest.
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[tab title="Skoda Octavia RS"]

Engine: 1,984cc / Inline-4 Turbocharged

Transmission: 7-Speed DCT / FWD

Power: 261bhp

Torque: 370Nm

Fuel: Petrol

Price: ₹49.99 Lakh Ex showroom

X-Factor:&nbsp;The Octavia RS is hot-hatch performance married to the space &amp; practicality of a sedan.

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2025 Skoda Octavia RS First Drive Review - Czech Mate!

The new Skoda Octavia RS is a Volkswagen Golf GTI in a more practical and versatile avatar, but does it deliver the same thrills?

When you’re an eight-year-old kid obsessed with motorcycles, all you dream of is owning a superbike one day. There are no in-betweens and nothing else will do – or so you tell yourself. However, once you become an adult and have enough cash in the coffers to buy a full-blown litre-class ballerina, you quickly come to realise that while you still have the enthusiasm of an eight-year-old, you might not necessarily have the body or flexibility to ride a fully-faired crotch rocket. And that, kids, is precisely why naked motorcycles exist – to keep your childlike excitement alive without crushing your spine into smithereens.

More often than not, though, a naked version of a superbike doesn’t possess all the madness of its fully clothed sibling – the whole experience is dialled down to make it more friendly. That's not the case with the new Ducati Streetfighter V4 S, though, we're told. It is essentially a Panigale V4 minus the slippery bodywork and racy clip-ons, says its maker. It is the closest-to-Panigale version. And to prove their point, Ducati flew us to Andalucia Circuit in Spain, slapped some slick tyres on the new Streetfighter V4 S, and let us go full send for a whole day.

 
 
 
 
<h2>Ducati Streetfighter V4 S Design: Dressed to the nines</h2>

The 2025 Streetfighter V4 S doesn’t look all that 'new'. That's not necessarily a bad thing because it’s still very red, still very naked, and still very hot. That said, it does incorporate some visual refinements.
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 The panels are now sharper; the front-end looks softer and curvier; the single-sided swingarm has been replaced by a hollow dual-side swingarm – something that the internet can’t stop raging about – but if you ask me, it’s not an eyesore. Plus, it has a functional purpose – it reduces the lateral stiffness by a whopping 43%. Benefits? More flex, more agility, better feedback, and superior mechanical grip (more on this later). Other small but significant changes include a handlebar that’s pulled back by 10mm without disturbing the rider’s triangle, a seat that’s two inches thicker than the Panigale’s, and footpegs that are now 10mm inwards on each side – not only do they allow for better clearance while leaning but also help you hold on to the bike tighter. There’s also a new 6.9-inch TFT display, which controls the updated suite of electronics packed into this beast.

<h2>Ducati Streetfighter V4 S Engine: Gentle Juggernaut</h2>

At its heart is the same 1,103cc Desmosedici Stradale V4 engine as earlier. But thanks to its Panigale-derived variable intake system, it now produces six more horses, taking the total power output to 211bhp. Couple this with a naked body that weighs 189kg (V4 S), and what you end up with is a hyper motorcycle, and then some. Thankfully, to rein in all that firepower, the Streetfighter is equipped with the latest and greatest electronics, some of which have come directly from Ducati Corse's MotoGP wing.

 
 
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There are four riding modes – Race, Sport, Road, and Wet – and four power modes – Full, High, Medium, and Low. So, you get all of the 211 horses in all modes except Low, which limits the power output to 158bhp. The main difference between the other three modes lies in the engine mapping and power delivery. To put it simply, Medium is mental; High is borderline bonkers, and Full is downright ballistic. On this occasion, we had access only to Sport and Race modes with Medium power mode – perhaps Ducati didn’t want a bunch of journalists to launch themselves into orbit while tackling the tight and super technical layout of the Andalucia circuit. Good call!

On the track, even when the engine was not running at its full potential, the acceleration was simply brutal. It pulls harder and harder with each gear shift. The longer you hold off shifting, the blurrier your surroundings get. It’s ultimately a test of your courage because this engine simply refuses to let up, even on the longest of straights. The Streetfighter V4 S' appetite to eat straights is simply mind-blowing, and that’s putting it mildly. What's more, the initial burst of acceleration here is even stronger than the Panigale because the Streetfighter’s first and second gears are shorter. Plus, it also has a shorter final drive ratio (15/42 vs 16/41 on the Panigale). In other words, the Streetfighter V4 S devours straights with the same ferocity with which an Italian devours a Negroni. And the aftereffects are just as heady, if not more. It’s the kind of performance that can melt your grey matter.
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 What stood out the most in terms of performance, though, was how crisp and progressive the throttle response has now become compared to the previous Streetfighter’s, which was snappy and violent on the slightest touch. Of course, that’s not to say this V4 has been neutered – it’s still a wild child. It’s just that it now unleashes its true nature only when you poke it. And when you do, trust me, you could end up wetting your leathers! The top end is gnarly, so much so that I often found myself short-shifting for the most part of the test ride. Your best friend in these circumstances is Ducati’s expansive electronics package, which now includes DVO (Ducati Vehicle Observer), which uses 70 sensors to measure 70 different physical parameters and alter the intervention levels of systems like traction control and wheelie control in real-time. Think of it as a fusion of black magic and engineering.

 
 
 
 


The only place where the electronics aids don’t seem to work is when you’re hammering down a straight. At anything over 200km/h, the g-forces, along with the windblast that you’re subjected to during full-bore acceleration, can literally hurt your arms and chest. That said, the bike remains glued to the road even at these speeds, thanks to those new winglets, which provide up to 45kg of downforce until 280km/h. That said, on those long straights, you can’t help but miss the Panigale’s fairing and wind protection. On the upside, the Streetfighter gets the same Brembo Hypure brakes as the Panigale, so bringing it to a halt is a much tidier affair.

 
 
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On the handling front, the Streetfighter V4 S is as close to a Panigale as a naked bike can get. It features the same front aluminium frame and suspension hardware, which, on the V4 S we tested, comprises the top-of-the-shelf semi-electronic Ohlins NIX 30 (front) and TTX36 (rear) with Smart EC3 software. Now, while the suspension components are the same as that of the Panigale, the calibration is slightly different for obvious reasons. Other changes include a longer wheelbase (1,496mm vs 1,485mm), a half-a-degree steeper rake (24.5°), and a 1mm increase in trail (99mm). Now, while I still haven’t got my hands on the new Panigale V4, I can tell you with full conviction that the Streetfighter V4 S handles every bit as brilliantly as a superbike! But, unlike a superbike, it doesn’t leave you battered and bruised after a track day. Truth be told, it feels much easier to ride than its predecessor. Riding the old Streetfighter fast on the track felt like a cage fight, but this one feels more like a high-speed rollercoaster ride. It goes exactly where you want as if it can read your mind. To give you some perspective, I spent the first three sessions (out of six) just figuring out what is essentially a maze of a ciruit that's Andalucia. I couldn’t focus on the bike, but all I remember is that it was forgiving to my abrupt inputs and last-minute corrections. As I found out in the next three sessions, this thing isn’t just about being faster on paper – it’s about making that performance accessible to everyone, and not just to top-tier God-level riders.

The handling? Let’s just say that it’s telepathic. The front end is taut and offers impressive feedback. Whether it’s mid-corner adjustments, tightening the line, and chucking it from one corner to another, you can do it all without breaking a sweat. It feels more like a middleweight than a hypernaked, to be honest. And the DVO, along with the raft of electronics, lets you do your own silly thing and mess around without letting things go south. If I have one criticism, it's that the quick-shifter wasn't seamless all the time, and that takes away some confidence, especially when you're travelling at warp-speed.

<h2>Ducati Streetfighter V4 S: Verdict</h2>

Regardless of how fast you think you are, a 200+bhp superbike will always be an overkill – even Marc Marquez uses a Panigale V2 these days for training, you know. So, you could say that having a street naked with almost identical power and zero wind protection is asking for even more trouble. Well, I'd say that was the case with the previous Streetfighter, but not for this one! And that’s because the new version is two bikes rolled into one – a docile middleweight and a fire-spitting hypernaked. Depending on your mood, it can change characters at just a flick of a button. Now that’s a winning combo!
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Sure, it’s expensive, and sure, you’ll run out of roads and even racetracks long before you ever reach its full potential. But even then, it’s well worth having one in your life – if for nothing else, then to keep that little child in you grinning from ear to ear. It’s a big boy toy in the truest sense – unapologetic, outrageous, and intoxicating.





[tabs]

[tab title="Ducati Streetfighter V4 S"]

Engine: 1,103cc V4

Transmission: 6-Speed

Power: 211bhp 

Torque: 120Nm

Fuel: Petrol

Price: ₹32.38&nbsp;Lakh (Ex-showroom)

X-Factor:&nbsp;A hyper-naked that can go from a middleweight roadster to a full-on race bike within a blink of an eye!

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2025 Ducati Streetfighter V4 S Review:  More Hyper, More Naked!

It may still be an unfathomable 200+bhp missile, but Ducati says that the Streetfighter V4 S now has a gentler side. Shivank heads to Andalucia to find out.

If you want to assess a person’s true character, watch how they behave when they’re angry. And if you want to test a vehicle’s engineering credentials, push it to its absolute limits on the track. Believe it or not, it’s only when you drive a machine at the edge of adhesion that its true capabilities, underlying engineering, and limitations are laid bare. And that’s precisely why we took the three seemingly humble family e-SUVs - the Hyundai Creta EV, Mahindra XEV 9e, and Tata Harrier.EV - for a day out on the track. Not to see if they can scorch the racetrack with blistering lap times, but to explore, or rather expose, their dynamic capabilities.For this test, we used the shorter 2.1km layout of the BIC, which includes the racetrack’s fast-flowing and technical sections. The job was simple - push these three SUVs to achieve their fastest lap times and see how composed each one feels without falling apart!<div style="width: 100%; height: auto;" class="post-image">
 <img src="https://images.autox.com/uploads/2025/10/Hyundai-Creta-EV-Side-Profile-1760507379626.webp" alt="Hyundai Creta EV-Side-Profile.jpg" style="width: 100%; height: auto;">
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 Also Read: <a href="https://www.autox.com/reviews/car-reviews/bmw-ix1-vs-volvo-xc40-vs-kia-ev6-vs-hyundai-ioniq-116793/" target="_blank">BMW iX1 vs Volvo C40 Recharge vs Kia EV6 vs Hyundai Ioniq 5</a>







<h2>Hyundai Creta EV: The Quiet Evolution</h2>

Of the three contenders here, the Creta is by far the most unassuming EV. Instead of wanting to look otherworldly, it sticks to the tried-and-tested formula of the ICE Creta and is all but indistinguishable from its petrol and diesel siblings. Coming to the technical details, the Creta EV isn’t built on a dedicated electric vehicle platform like the Kona or Ioniq 5. It’s basically your regular Creta that has been re-engineered under the skin to house electric architecture. Consequently, its dimensions are identical to those of the ICE version.<div style="width: 100%; height: auto;" class="post-image">
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 The only real difference lies in the weight - the Creta EV is around 250 - 300kgs heavier than the diesel Creta (1,265kgs), thanks to a big battery pack mounted in the floor. But that’s not necessarily a bad thing, for it results in a lower centre of gravity, which offers it an edge on the racetrack.







Despite being the least powerful (169bhp/255Nm) of the bunch, with the slowest 0 - 100km/h time of 7.9 seconds, the Creta EV posted the fastest lap time of the trio here. Surprising? Absolutely, but also true. And it’s all because of Hyundai’s meticulous engineering and how well each component has been integrated into the vehicle.Also Read: <a href="https://www.autox.com/exclusive-stories/how-has-the-hyundai-creta-remained-so-popular-for-over-10-years-in-india-121996/" target="_blank">How Has the Hyundai Creta Remained So Popular for Over 10 Years in India?</a>The Creta EV is available with two battery pack options - 42kWh and 51.4kWh - which power a motor mounted at the front axle. We tested the latter. The power delivery is seamless. It’s not blistering fast, but there’s a linear progression in the way it builds speed. This also means that the electronics don’t have to work overtime every time you plant your right foot on the A-pedal. Of the three EVs here, the Creta puts the power down in the most efficient manner, period!<div style="width: 100%; height: auto;" class="post-image">
 <img src="https://images.autox.com/uploads/2025/10/Hyundai-Creta-EV-Steering-Controls-1760507282401.webp" alt="Hyundai Creta EV-Steering-Controls.jpg" style="width: 100%; height: auto;">
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It’s the same story in the dynamics department. Despite having the least impressive components on its spec sheet - standard dampers, torsion-beam rear axle, and 17-inch wheels - the Creta EV surprisingly offers a well-balanced handling experience. The steering is progressive and feels the most precise and direct of the three during quick direction changes. The body movements are well contained, with minimal body roll, all thanks to its low and heavy build.Sure, the stock tyres do plead for mercy when pushed to the limit of adhesion, but even then, the grip levels are surprisingly impressive. The electronics are the most refined of the trio, never imposing harshly when you hustle the car around corners. To say that the Creta EV exceeded our expectations on the track wouldn’t be an exaggeration.







<h2>Mahindra XEV 9e: Space-age Ballistic</h2>

Mahindra’s new-age EV twins - the BE.6 and XEV 9e - have been making waves ever since they entered the Indian market. While both offerings are flying off the shelves, it’s the XEV that’s a more sensible choice for families, thanks to its more practical approach.<div style="width: 100%; height: auto;" class="post-image">
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First things first, unlike the Creta EV or Harrier.EV, the XEV is a ‘born electric’ SUV, which basically means it’s built on a dedicated EV platform (INGLO) rather than a modified ICE platform. The XEV is easily the sportiest-looking SUV here, thanks to its spaceship-inspired coupe design, full of sharp creases and sleek angles. And it’s not just the outer appearance - it has equally impressive sporty credentials underneath.At 4,789mm long with a 2,775mm wheelbase, it’s the longest EV here. It gets independent suspension all around, featuring a multi-link rear setup and semi-active dampers. The XEV is available with two battery pack options - 59kWh and 79kWh. We tested the version with the bigger battery pack, with the motor rated at 282bhp and 380Nm. Unlike the Creta EV, the XEV is driven by the rear wheels. Mahindra claims a 0 - 100km/h time of 6.8 seconds. On paper, the XEV seems to have a clear advantage over the Creta EV, and yet, it turned out to be slightly slower. Why?







Well, there isn’t a single reason. First and foremost is weight - at nearly 2,200kgs, the XEV weighs around 700kgs more than the Creta EV. When driving fast, you can feel its extra mass eat up half its firepower. That said, its acceleration is still brisk and seamless, although it doesn’t feel blisteringly quick as you’d expect from an EV with nearly 300 horses under its hood. In a straight line, it’s faster than the Creta EV for sure, but not by a huge margin.Also Read: <a href="https://www.autox.com/reviews/car-reviews/mahindra-xuv-9e-be-6-first-drive-review-resetting-the-goal-posts-119546/" target="_blank">Mahindra XUV 9e First Drive Review: Resetting the Goal Posts</a>

Around corners, the XEV’s rear bias and impeccable chassis balance shine through. The handling is taut, and the steering is precise. However, it’s not as wieldy as the Creta. Again, that comes down to its weight and relatively higher centre of gravity. In the XEV, you also feel that its electronics and tyres are fighting harder with the laws of physics to keep the SUV on line. What’s more, the power delivery to the wheels is directly linked to the steering angle - the ESC won’t let the motor unleash its full fury unless the front wheels are pointed straight. So, when you come out of a corner, there’s a bit of waiting before the XEV can slingshot out.<div style="width: 100%; height: auto;" class="post-image">
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 You can take a wider line and use the full width of the track (including kerbs) to cut lap times marginally. And while you’re at it, the BIC’s wide kerbs let you appreciate the supple and absorbent nature of its suspension, which is definitely superior to the Creta’s setup over rough surfaces.







<h2>Tata Harrier.EV: The Big EV Bruiser</h2>

The Harrier.EV isn’t built completely from the ground up like the XEV 9e, although it’s not derived entirely from an ICE version either, like the Creta EV. Instead, its architecture is a bit of a hybrid, featuring the top shell of the ICE Harrier paired with a completely new floor design to house the electric running gear. In terms of length and wheelbase, it’s slightly smaller than the XEV, but it’s substantially wider and taller. And like the Mahindra, it runs independent suspension all around, with frequency-dependent damping (FDD) to keep things composed.<div style="width: 100%; height: auto;" class="post-image">
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Now, if you compare the three contenders purely based on their spec sheets, the Harrier.EV comes out on top without a shadow of a doubt. It’s not just the most powerful EV of the bunch, but it also features an AWD setup. But does it dominate the other two when the rubber hits the track?

Let’s look at the actual numbers. The Harrier.EV on test here is the top-of-the-line QWD (quad wheel drive) version, featuring a 75kWh battery pack. It has two motors - an induction unit at the front rated at 156bhp and a PMS motor at the rear rated at 235bhp. The combined system output stands at 309bhp, with a peak torque of 504Nm. Tata claims it can clock 0 - 100km/h in 6.3 seconds, which is believable given the figures.In terms of outright performance and acceleration, the Harrier feels the most urgent. And since it’s the tallest and heaviest EV of the bunch - the QWD variant tips the scales at over 2,300kgs - it’s subjected to higher g-forces, or at least that’s how it feels. Thanks to its AWD system, it’s got superb traction and launches off the line in the most sure-footed manner.<div style="width: 100%; height: auto;" class="post-image">
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However, life gets troubling for the Harrier.EV the moment you hit a corner, especially at racetrack speeds. Like the Mahindra, this Tata is a heavy bruiser, and given its high centre of gravity and weight, pushing it to the limits immediately turns into a wrestling match with the laws of motion. Around the fast and flowing corners of the short loop of the BIC, the Harrier.EV struggled to put its power down neatly. It tends to understeer as soon as you step on the A-pedal mid-corner, while the electronics frantically try to shuffle power between all four wheels.

Part of the blame also lay with the tyres of our test car, as they weren’t in good nick. However, given the mass and the stupendous acceleration forces these tyres have to deal with, it’s hardly surprising.

The Harrier.EV’s electronics, too, feel the most intrusive, cutting power abruptly and making it difficult to get into a rhythm when doing back-to-back laps. Again, more than anything, it’s a direct fight with physics. The Harrier.EV has to deal with so much weight and inertia that it’s impossible to get a clean and tidy lap time. What also doesn’t help is its rather vague steering - it doesn’t feel as consistent or progressive as the Creta’s or the XEV’s.

Although in comparison to the XEV, the electronics are a little more lenient and don’t sap the power completely at the slightest steering angle. When it comes to shedding speed, the Harrier.EV’s all-disc braking setup offers immense retardation force, although a slightly more progressive pedal feel would have been better.

All in all, all these inconsistencies resulted in the Harrier.EV posting the slowest lap time, despite being the most potent contender on paper.
 <div style="width: 100%; height: auto;" class="post-image">
 <img src="https://images.autox.com/uploads/2025/10/Mahindra_XEV_9e_vs_Hyundai_Creta_EV_vs_Tata_Harrier_EV_Comparison_autoX-1761284374059.webp" alt="Mahindra_XEV_9e_vs_Hyundai_Creta_EV_vs_Tata_Harrier_EV_Comparison_autoX.jpg" style="width: 100%; height: auto;">
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 Also Read: <a href="https://www.autox.com/reviews/car-reviews/tata-harrierev-first-drive-review-car-reviews-121537/" target="_blank">Tata Harrier.ev First Drive Review - Homegrown Wattage</a>
 

<h2>Creta EV vs XEV 9e vs Harrier.ev Verdict - Balance Beats Power</h2>

As mentioned in the beginning, this test was purely meant to assess the dynamic capabilities of these three family SUVs, which means it’s not a usual comprehensive comparison where we talk about aspects like practicality, comfort, space, driving range, value-for-money, and so on. However, if there’s one thing this track test proved, it’s that spec sheets don’t always paint the actual picture. You see, the Creta EV may not have the biggest numbers or the most exotic hardware, but it feels the most cohesive and confidence-inspiring when pushed to the limit. On the other hand, the Mahindra XEV 9e impresses with its dedicated new-age EV platform, but its sheer mass and overly cautious electronics rob it of some of the thrill it promises. The Harrier.EV, meanwhile, is the most powerful and ambitious of the three, yet it’s let down by its weight and intrusive electronics.<div style="width: 100%; height: auto;" class="post-image">
 <img src="https://images.autox.com/uploads/2025/10/Mahindra-XEV-9e-vs-Hyundai-Creta-EV-vs-Tata-Harrier-4-1760507520590.webp" alt="Mahindra XEV 9e vs Hyundai Creta EV vs Tata Harrier-4.jpg" style="width: 100%; height: auto;">
 </div>
 

In the end, this track test proves that while outright numbers may get you the bragging rights, what truly sets a benchmark is the right balance and execution.Also Read: <a href="https://www.autox.com/reviews/car-reviews/maruti-suzuki-grand-vitara-vs-kia-seltos-vs-vw-taigun-vs-mg-zs-ev-comparison-112187/" target="_blank">Grand Vitara Hybrid vs Seltos Diesel vs Taigun Petrol vs ZS EV</a>




[tabs]

[tab title="Hyundai Creta EV Long Range"]

Engine: Single Motor FWD

Battery: 51.4kWh

Power: 169bhp 

Torque: 255Nm

Range: 510km (MIDC)

Price: ₹24.7 Lakh Ex showroom 

X-Factor:&nbsp;The Creta EV is more than the sum of its parts.

<table cellpadding="1" cellspacing="1">
 <tbody>
 <tr>
 <td>
 Pros &nbsp;&nbsp; &nbsp;&nbsp;&nbsp; &nbsp;&nbsp;&nbsp; 
 •&nbsp; Handling, low CG

 </td>
 <td>
 Cons 
 • Lacks outright performance
 </td>
 </tr>
 </tbody>
</table>

[/tab]

[tab title="Mahindra XEV 9e Pack Three"]

Engine: Single Motor RWD

Battery: 79kWh

Power: 282bhp 

Torque: 380Nm

Range: 656km (MIDC)

Price: ₹31.25 Lakh Ex showroom 

X-Factor:&nbsp;A fun-to-drive EV with all the bells &amp; whistles.

<table cellpadding="1" cellspacing="1">
 <tbody>
 <tr>
 <td>
 Pros &nbsp;&nbsp; &nbsp;&nbsp;&nbsp; &nbsp;&nbsp;&nbsp; 
 •&nbsp; RWD bias, Ride &amp; Handling

 </td>
 <td>
 Cons 
 • Iffy electronics, Weight
 </td>
 </tr>
 </tbody>
</table>

[/tab]

[tab title="Tata Harrier EV QWD"]

Engine: Dual Motor AWD

Battery: 75kWh

Power: 309bhp 

Torque: 504Nm

Range: 627km (MIDC)

Price: ₹30.2 Lakh Ex showroom 

X-Factor:&nbsp;Built like a tank &amp; goes like one, too!

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

 </td>
 <td>
 Cons 
 • Vague Steering, Overweight
 </td>
 </tr>
 </tbody>
</table>

[/tab]

[/tabs]

Mahindra XEV 9e vs Hyundai Creta EV vs Tata Harrier.ev Comparison - Circuit Breaker

How do your humble family e-SUVs fare against each other on the racetrack? A question no one asked, but here we are with the answer nonetheless.

The Victoris seems to be a very calculated move by Maruti Suzuki to strengthen its position in the premium SUV segment. The Creta has been a stellar success for Hyundai in India and has been posting record sales despite its premium price and positioning. It’s hardly surprising, then, that Maruti Suzuki wants a piece of that lucrative pie. Now, while the Grand Vitara initially showed some promise, it simply failed to match the sales numbers of the Creta.Also Read:&nbsp;<a href="https://www.autox.com/reviews/car-reviews/2022-maruti-suzuki-grand-vitara-review-first-drive-111570/" target="_blank">Maruti Suzuki Grand Vitara Review</a>So, Maruti Suzuki clearly needed to bring in something more exciting in the segment to boost their numbers, and that’s where the Victoris comes in. Even though it’s more or less identical to the Grand Vitara in terms of platform and mechanical hardware, the Victoris distinguishes itself through a completely new design and more aspirational positioning.

<h2>Maruti Suzuki Victoris Design and Dimensions - Sharp Looks</h2>

Right from the outset, the Victoris strikes you with its sharp, contemporary design, crafted entirely by Maruti Suzuki’s India design team. It features a bold front end with a large grille, which gives it a distinct identity, setting it apart from anything else in Maruti Suzuki’s current line-up. I also like the choice of bold, vibrant colours – particularly the eternal blue and sizzling red – for they accentuate the car’s design.
 <div style="width: 100%; height: auto;" class="post-image">
 <img src="https://images.autox.com/uploads/2025/10/Maruti-Suzuki-Victoris-Front-Three-Quarter-1760435821045.webp" alt="Maruti Suzuki Victoris-Front-Three-Quarter.jpg" style="width: 100%; height: auto;">
 </div>
 The profile is equally striking, with squared wheel arches, a slightly sloping roofline (more on that later), and multiple lines and creases. At the rear, a full-width LED taillamp with some snazzy graphics makes the Victoris look wider than it actually is. A sloping rear windscreen, sporty spoiler, and beefy skid plates further add to its SUV styling.

 
 
 
 


In terms of size, the Victoris is 4,360mm long, 1,795mm wide, and 1,655mm tall, with a 2,600mm wheelbase, which is identical to that of the Grand Vitara. Overall, I think the Victoris is a good-looking product, with strong road presence, particularly in those brighter shades.Also Read:&nbsp;<a href="https://www.autox.com/reviews/car-reviews/hyundai-creta-n-line-first-drive-review-what-makes-this-sporty-suv-special-116493/" target="_blank">Hyundai Creta N Line: What Makes This Sporty SUV Special?</a>

<h2>Maruti Suzuki Victoris Interior and Features - Premium Upgrade</h2>

Step inside the Victoris, and you’ll be immediately impressed by its interior design and improved fit and finish. What’s more, it’s easily the most feature-packed Maruti Suzuki to date. It also achieved a 5-star BNCAP safety rating, which is a major selling point and a reassuring highlight for customers.
 <div style="width: 100%; height: auto;" class="post-image">
 <img src="https://images.autox.com/uploads/2025/10/Maruti-Suzuki-Victoris-View-Of-Steering-Console-And-Instrumentation-1760435831289.webp" alt="Maruti Suzuki Victoris-View-Of-Steering-Console-And-Instrumentation.jpg" style="width: 100%; height: auto;">
 </div>
 The dashboard has a layered design and looks contemporary and well executed. The addition of the ambient lighting – with a choice of 64 colours – is tastefully done and adds to the cabin’s sense of sophistication. Overall, the interior fit and finish are a significant step forward for Maruti and should meet the expectations of most customers.

 
 
 
 


The steering wheel sports a new design with integrated ADAS and the usual stereo controls. The 10.1-inch SmartPlay HD touchscreen is crisp and clear – a noticeable improvement over Maruti’s previous systems in terms of both resolution and ease of usage. The Victoris also gets a 10.25-inch digital instrument cluster, which looks sharper than the unit used in the Grand Vitara.Also Read:&nbsp;<a href="https://www.autox.com/reviews/car-reviews/2023-kia-seltos-suv-review-taking-the-fight-to-hyundai-creta-and-maruti-suzuki-grand-vitara/" target="_blank">Kia Seltos: Taking the Fight to Hyundai Creta and Maruti Suzuki Grand Vitara</a>The front seats are comfortable and offer good support. The rear seats, however, are best suited for two passengers – squeezing in a third passenger makes it a bit of a tight fit – and offer decent knee room and good thigh support. That said, given the sloping roofline, the headroom here is somewhat limited, especially for taller occupants. Anyone over five feet ten inches will find their hair brushing the roofliner.
 <div style="width: 100%; height: auto;" class="post-image">
 <img src="https://images.autox.com/uploads/2025/10/Maruti-Suzuki-Victoris-Rear-Space-1760435859297.webp" alt="Maruti Suzuki Victoris-Rear-Space.jpg" style="width: 100%; height: auto;">
 </div>
 

 
 
 
 


The boot is quite spacious in both petrol and CNG variants. Interestingly, the CNG variant has a cylinder-free boot, thanks to some clever engineering – the cylinder is mounted under the body in a reinforced plastic cover for added safety. The strong hybrid variant, however, has a smaller luggage compartment, owing to a raised floor board that houses additional equipment. One notable omission is that no variant of the Victoris comes with a spare wheel – only a puncture repair kit is offered as standard. A spare wheel, however, can be purchased as an added accessory.As mentioned earlier, the Victoris is the most feature-loaded car ever to roll out of Maruti’s stable. A panoramic sunroof enhances the sense of space inside, but what really stands out is the thick fabric sunshade that effectively blocks out harsh sunlight. In terms of features, the Victoris gets a wireless charger, several charging points, a 10.1-inch floating touchscreen, wireless Android Auto and Apple CarPlay, a 10.25-inch coloured-digital instrument cluster, 64-colour ambient lighting, a crisp 360-degree camera, ventilated seats, and a powered tailgate with gesture control. There is even a head-up display with navigation. The top variant also gets an Infinity Premium 8-speaker system.

 
 
 
 


<h2>Maruti Suzuki Victoris Engine, Performance, and Mileage - Familiar Territory</h2>

In terms of powertrains, the Victoris is offered with the same set of engine options as the Grand Vitara. The tried-and-tested 1.5-litre naturally-aspirated (mild hybrid) K-Series petrol engine makes 103bhp, which drops to 89bhp in the CNG variant. The 1.5-litre strong hybrid unit, on the other hand, generates 116bhp. Gearbox options include a 5-speed manual for the CNG, an e-CVT for the strong hybrid, and a 5-speed manual or a 6-speed torque converter automatic for the mild hybrid.Also Read:&nbsp;<a href="https://www.autox.com/reviews/car-reviews/toyota-fortuner-neo-drive-48v-first-drive-review-121527/" target="_blank">Toyota Fortuner Neo Drive 48V First Drive Review</a>Let’s talk about the 1.5-litre mild hybrid first. We drove the automatic variant with the 6-speed AT – a powertrain we have already experienced in the Brezza and Grand Vitara. It isn’t the quickest powertrain combination, but it gets the job done with some effort. In city traffic, the Victoris offers adequate performance, but on the highway, overtaking feels more like a game of chess – you’ll need to plan your moves carefully and well in advance. The ride quality, though, is what you expect from a modern Maruti Suzuki product. It takes on all kinds of undulations and broken roads without breaking a sweat.
 <div style="width: 100%; height: auto;" class="post-image">
 <img src="https://images.autox.com/uploads/2025/10/Maruti-Suzuki-Victoris-Engine-Close-Up-1760435898479.webp" alt="Maruti Suzuki Victoris-Engine-Close-Up.jpg" style="width: 100%; height: auto;">
 </div>
 

 
 
 
 


Switch to the 1.5-litre strong hybrid, and the difference is immediately noticeable. It’s more efficient and, somewhat surprisingly, quicker. This variant stays in EV mode as long as the battery has charge or until you press hard on the accelerator, firing up the 3-cylinder engine for more performance. The seamless EV starts and the added punch of the hybrid motor make this variant a choice for those who want a quicker and effortless drive. The hybrid system comes paired with an e-CVT gearbox, which means that when you really push it, some engine noise does make its way into the cabin.

<h2>Maruti Suzuki Victoris Price and Verdict - Worth It?</h2>

One of the strongest points of the Victoris is its pricing, which starts at ₹10.5 lakhs (ex-showroom) and goes up to ₹19.99 lakh (ex-showroom) for the top-end Hybrid version. Not only does it undercut the Hyundai Creta, but it’s also more affordable than its own sibling – the Grand Vitara. Add to that the inclusion of ADAS and a panoramic sunroof, and you have a car that offers more features, but at a lower price point.
 <div style="width: 100%; height: auto;" class="post-image">
 <img src="https://images.autox.com/uploads/2025/10/Maruti-Suzuki-Victoris-Rear-Three-Quarter-1760435875326.webp" alt="Maruti Suzuki Victoris-Rear-Three-Quarter.jpg" style="width: 100%; height: auto;">
 </div>
 

Interestingly, the Victoris will be sold through Maruti Suzuki’s Arena network, which has a far wider reach than the Nexa network, which retails the Grand Vitara. Yes, the Victoris has its limitations – the rear headroom and performance may not excite enthusiasts – but for most customers, it ticks all the right boxes. Overall, it has all the makings of a serious threat to the Creta’s long-standing dominance.Also Read:&nbsp;<a href="https://www.autox.com/news/car-news/maruti-suzuki-victoris-5-standout-features-you-should-know-121873/" target="_blank">Maruti Suzuki Victoris: 5 Standout Features You Should Know</a>






[tabs]

[tab title="Maruti Suzuki Victoris"]

Engine: 1462cc Inline-4

Transmission: 6-Speed AT AWD

Power: 102bhp 

Torque: 139Nm

Fuel: Petrol

 Price: ₹19.37 Lakh Ex showroom 

X-Factor:&nbsp;The Victoris has improved on the shortcomings of the Grand Vitara, while it also packs more features.

<table cellpadding="1" cellspacing="1">
	<tbody>
		<tr>
			<td>
			Pros &nbsp;&nbsp; &nbsp;&nbsp;&nbsp; &nbsp;&nbsp;&nbsp; 
			•&nbsp; Design, features, ride &amp; handling

			</td>
			<td>
			Cons 
			• No turbo option, no ADAS in strong hybrid versions
			</td>
		</tr>
	</tbody>
</table>

[/tab]

[/tabs]

Maruti Suzuki Victoris First Drive Review - Aiming for the Top

With the Victoris, Maruti Suzuki is gunning for the top spot in the SUV segment. But does it have what it takes to dethrone the long-standing segment leader – the Hyundai Creta? 

When you think of adventure motorcycles, one image instantly comes to mind – a BMW GS. For years, the big boxer-twin has reigned as the undisputed king of the class. But now, things have changed. The all-new R 1300 GS has arrived, and it’s sharper, lighter, and distinctly more road-focussed than ever before.Also Read: <a href="https://www.autox.com/reviews/bike-reviews/bmw-r-1300-gs-review-the-big-daddy-of-advs-has-a-change-of-heart-117434/" target="_blank">BMW R 1300 GS Review: The Big Daddy of ADVs Has a Change of Heart</a>

So, the question is – in its pursuit of on-road perfection, has it sacrificed the rugged, go-anywhere spirit that made the GS name legendary? Ironically, the answer might be sitting right next to it. The F 900 GS Adventure, a middleweight by designation, seems to have inherited the very soul of the old R 1250 GS.But this isn’t a straightforward comparison of which bike is better. It’s an exploration of two philosophies wearing the same iconic badge. And the only way to do it was to take both machines off-road and push them to their limits. And that’s precisely what we did.

 
 
 
 


<h2>Boxer Punch vs. Parallel Prowess</h2>

At the heart of these two machines lie two very different personalities. The R 1300 GS comes with an all-new 1300cc ShiftCam boxer engine – a powerhouse producing 145bhp and 149Nm of torque. The best way to describe its power delivery is as a force of nature – a gut-punch of acceleration that demands you keep up. In contrast, the F 900 GS Adventure’s 895cc parallel-twin feels far more playful. With 103bhp and 93Nm on tap, its power delivery is linear and exploitable – even if you stay in the same gear, you feel you can get more out of it.
 <div style="width: 100%; height: auto;" class="post-image">
 <img src="https://images.autox.com/uploads/2025/10/BMW-F-900-GS-Adventure-vs-BMW-R-1300-GS-1-1760433232766.webp" alt="BMW F 900 GS Adventure vs BMW R 1300 GS-1.jpg" style="width: 100%; height: auto;">
 </div>
 Also Read: <a href="https://www.autox.com/reviews/bike-reviews/bmw-r-1250-gs-pro-review-first-ride-106687/" target="_blank">BMW R 1250 GS Pro First Ride Review</a>While both are deceptively fast on the highway, their personalities diverge in how they gain speed. The 1300 is an effortlessly potent continent-crosser. You can engage top gear and ride it all day. The 900, with its 270-degree crank, feels more engaging and visceral; it’s an engine that begs you to wring its neck and keep it in the power band, especially on open trails. In terms of refinement, it’s a trade-off. The 1300’s boxer is smoother at high RPMs, but you feel its characteristic vibrations at a standstill. The 900, on the other hand, is calmer at idle but sends a few tingles through the mirrors and bars when cruising.
 <div style="width: 100%; height: auto;" class="post-image">
 <img src="https://images.autox.com/uploads/2025/10/BMW-R-1300-GS--(4)-1760433160336.webp" alt="BMW R 1300 GS- (4).jpg" style="width: 100%; height: auto;">
 </div>
 And for those who crave a bit of drama, the 900’s stock exhaust note is surprisingly more characterful, with pops and bangs on the overrun that the more clinical 1300, even with its factory Akrapovič option, can’t match.

 
 
 
 


<h2>The Magic Carpet Trade-Off</h2>

For years, the big GS was famed for its ‘magic carpet ride.’ In a surprising turn of events, it’s now the F 900 GSA that has inherited this trait.Also Read: <a href="https://www.autox.com/reviews/bike-reviews/2019-bmw-f-850-gs-adventure-review-first-ride-106080/?" target="_blank">BMW F 850 GS Adventure Review: First Ride</a>Whether you’re seated or standing on the pegs, the GSA simply glides over rough terrain, its long-travel suspension insulating you from whatever lurks beneath. The R 1300 GS, with its new anti-dive Telelever Evo front and Paralever rear setup, has become a sharper, more clinical machine. It feels stiffer and more connected to the surface – a quality that makes it a phenomenal tarmac tool, but it also means that you feel more imperfections.
 <div style="width: 100%; height: auto;" class="post-image">
 <img src="https://images.autox.com/uploads/2025/10/BMW-F-900-GS-Adventure-Motion2-1760433202410.webp" alt="BMW F 900 GS Adventure-Motion2.jpg" style="width: 100%; height: auto;">
 </div>
 Where the 1300 truly shines is in its newfound agility. It tips into corners with an ease that belies its size and is surprisingly adept at manoeuvring through city traffic. The 900 GSA, with its 21-inch front wheel and higher centre of gravity, feels more playful on technical trails but demands more muscle around corners. It’s a classic trade-off – the 1300 offers better precision on the road, while the 900 delivers forgiving, playful composure on the trail.

 
 
 
 


<h2>The Weighting Game</h2>

Here’s where the R 1300 GS pulls off its greatest magic trick. With a kerb weight of just 237kgs, it’s 12kgs lighter than the old R 1250 GS and a full 9kgs lighter than the supposedly smaller F 900 GSA, which tips the scale at 246kgs. Combine that with a lower 850mm seat height, and the big GS suddenly becomes shockingly approachable. You sit in the 1300, not on it; it feels compact and far less intimidating to manage at low speeds or in a parking lot.
 <div style="width: 100%; height: auto;" class="post-image">
 <img src="https://images.autox.com/uploads/2025/10/BMW-F-900-GS-Adventure-Motion-1760433192519.webp" alt="BMW F 900 GS Adventure-Motion.jpg" style="width: 100%; height: auto;">
 </div>
 

The F 900 GSA, true to the spirit of the old 1250, is every bit the behemoth. Its 875mm seat height and broad, muscular fuel tank give you a towering, SUV-like perch to look down on the world. For taller riders, this stance is magnificent, but on uneven ground, it can be a handful when you come to a stop.Both offer a comfortable, upright riding posture, but the R 1300 GS is undeniably the easier and more confidence-inspiring machine for a wider range of riders. A rare twist, then, where the bigger bike feels more manageable than its middleweight sibling.

 
 
 
 


<h2>Wizardry vs. Wisdom</h2>

When it comes to technology, the R 1300 GS seems to be in an entirely different ballgame. With features such as radar-based adaptive cruise control, forward collision warning, and a highly sophisticated semi-active suspension system, it’s a rolling showcase of electronic wizardry. But that brilliance comes at the cost of simplicity. Adjusting the windscreen or switching traction control modes often requires a deep dive into its labyrinthine menu system.
 <div style="width: 100%; height: auto;" class="post-image">
 <img src="https://images.autox.com/uploads/2025/10/BMW-R-1300-GS-Speedometer-1760433169492.webp" alt="BMW R 1300 GS-Speedometer.jpg" style="width: 100%; height: auto;">
 </div>
 The F 900 GSA, on the other hand, embodies a simpler wisdom. Key functions are just a touch away – a dedicated button to disable traction control on the fly, and a manual lever for quick windscreen adjustment. Out on the trail, this accessibility is invaluable; you can tweak settings without ever taking your eyes off the terrain. And for riders who prefer remote, off-beat adventures – far from the nearest service centre – the 900’s straightforward, more accessible electronics offer a greater sense of reassurance.

 
 
 
 


<h2>So, Which GS is Right for You?</h2>

In the end, this comparison revealed a fascinating truth: the F 900 GS Adventure has become the spiritual successor to the R 1250 GS. It carries the same rugged build, magic-carpet ride, and commanding presence that defined the big GS for a generation. It’s the playful, off-road-focussed choice for the rider who enjoys when the going gets tough.
 <div style="width: 100%; height: auto;" class="post-image">
 <img src="https://images.autox.com/uploads/2025/10/BMW-F-900-GS-Adventure-vs-BMW-R-1300-GS-2-1760433179415.webp" alt="BMW F 900 GS Adventure vs BMW R 1300 GS-2.jpg" style="width: 100%; height: auto;">
 </div>
 

The R 1300 GS, on the other hand, has evolved into something altogether new. It’s a supremely capable, deceptively easy-to-ride, and technologically advanced touring machine that excels on the tarmac. This is the bike for the rider who wants to cross continents in a day with unmatched comfort and surprising agility.

BMW hasn’t merely updated its line-up; it has artfully split the GS spirit into two distinct yet brilliant machines, ensuring that regardless of your definition of adventure, there’s a GS with your name on it.
 <div style="width: 100%; height: auto;" class="post-image">
 <img src="https://images.autox.com/uploads/2025/10/BMW-R-1300-GS-Motion2-1760433143407.webp" alt="BMW R 1300 GS-Motion2.jpg" style="width: 100%; height: auto;">
 </div>
 




[tabs]

[tab title="BMW R 1300 GS"]

Engine: 1300cc Boxer-Twin

Transmission: 6-Speed

Power: 145bhp 

Torque: 149Nm

Fuel: Petrol

 Price: ₹22 Lakh (Ex-showroom) 

X-Factor:&nbsp;Sophisticated and shockingly agile on-road tourer, combining cutting-edge tech and continent-crossing capability.

<table cellpadding="1" cellspacing="1">
	<tbody>
		<tr>
			<td>
			Pros &nbsp;&nbsp; &nbsp;&nbsp;&nbsp; &nbsp;&nbsp;&nbsp; 
			•&nbsp; Performance, agility, approachability, technology

			</td>
			<td>
			Cons 
			• Stiff ride, complex instrument cluster
			</td>
		</tr>
	</tbody>
</table>

[/tab]

[tab title="BMW F 900 GS Adventure"]

Engine: 895cc Twin-Cylinder

Transmission: 6-Speed

Power: 103bhp 

Torque: 93Nm

Fuel: Petrol

 Price: ₹16.14 Lakh (Ex-showroom) 

X-Factor:&nbsp;The F 900 GSA is the spiritual successor to the legendary R 1250 GS, perfect for riders who want a rugged, continent-crossing tourer with a playful off-road soul.

<table cellpadding="1" cellspacing="1">
	<tbody>
		<tr>
			<td>
			Pros &nbsp;&nbsp; &nbsp;&nbsp;&nbsp; &nbsp;&nbsp;&nbsp; 
			•&nbsp; Ride quality, off-road dynamics, simplicity

			</td>
			<td>
			Cons 
			• Weight, bulk, high-RPM vibrations
			</td>
		</tr>
	</tbody>
</table>

[/tab]

[/tabs]

BMW F 900 GS Adventure vs R 1300 GS Comparison - Identity Crisis

One is the spritual successor to a legend, the other is a radical step into the future. But which GS is the right adventure tourer for you?

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