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<p>The Toyota Vellfire has long been the go-to luxury MPV, often equipped with the finest features the segment has to offer. It’s the preferred choice of the elite, offering comfort and sophistication in equal measure. Add to that the renowned reliability of the Toyota brand, and the Vellfire becomes an even more compelling package.
    However, there’s now a Korean challenger poised to disrupt the status quo of this Japanese giant. The Kia Carnival, which costs nearly half as much as the Vellfire, offers three rows of seating and an impressive array of features.</p>
<p><iframe width="560" height="315" src="https://www.youtube.com/embed/8gQ18X3JngU?si=nPwpF27yOkH92llP" title="YouTube video player" frameborder="0" allow="accelerometer; autoplay; clipboard-write; encrypted-media; gyroscope; picture-in-picture; web-share" referrerpolicy="strict-origin-when-cross-origin" allowfullscreen=""></iframe><br></p>
<p>So, the question is – does the Vellfire really offer twice the luxury, features, and space to justify its price tag over the Carnival?</p>






<h2>Toyota Vellfire vs Kia Carnival: Size Comparison</h2>

<p>Despite being the more affordable of the two, the Carnival has a larger footprint. It’s not only longer and wider but also has a longer wheelbase. This translates to more boot space when all three rows of seats are in use. However, the Vellfire stands taller, offering more headroom – something that taller people will particularly appreciate. Its height, combined with an ornate chrome grille, gives the Vellfire a more imposing presence. In contrast, the Carnival features a longer bonnet and more flowing curves, which, in my opinion, make it the better-looking vehicle of the two. Likewise, while the Vellfire rides on 19-inch alloys compared to the Carnival’s 18-inch wheels, I prefer the darker, more stylish design of the latter.</p>

<h2>Toyota Vellfire vs Kia Carnival: Interior Space</h2>

<p>Both vehicles we tested featured a six-seater configuration. While the captain seats in the Carnival are quite comfortable and offer Ottoman support, adjusting them can be cumbersome. You have to manually slide the seat forward or backwards to create legroom, and to fully recline the seat, you must first pull a tab on the side and shift the entire seat inward.</p>
<p><img src="https://images.autox.com/uploads/2025/06/Kia-Carnival-Controls-1749469618330.webp" alt="Kia Carnival-Controls.jpg" style="width: 100%; height: auto;"></p>
<p>The Vellfire, on the other hand, offers a far more seamless experience. Its seats rival those of a business-class airliner, with all adjustments available at the press of a button. The headroom on offer here is also noticeably better. That said, it’s impressive that the Carnival, despite costing half as much, still offers heated and ventilated second-row seats. However, the Vellfire offers even more luxury features, such as memory and massage function, and a pair of smartphone-like touch devices that control seat positioning, AC, lighting, and more. Even the sunblinds in the Vellfire are powered and cover the full window, unlike the manual blinds in the Carnival.</p>

<div style="width: 100%; height: auto;" class="post-image">

    <img src="https://images.autox.com/uploads/2025/06/Toyota-Vellfire-Rear-Seat-Space-1749469703821.webp" alt="Toyota Vellfire-Rear-Seat-Space.jpg" style="width: 100%; height: auto;">
</div>

<div style="width: 100%; height: auto;" class="post-image">

    <br>
</div>

<p>Oddly, in the Carnival, the second-row AC controls are placed on the roof panel toward the right side, making them a bit hard to reach. The approach to the sunroof differs significantly between the two. The Carnival features conventional dual sunroof panels, both of which can be opened, enhancing the sense of space and airiness in the cabin. In contrast, the Vellfire opts for two slimmer, fixed glass panels. While this design lends a more refined and upscale appearance and also discourages the unsafe habit of sticking one’s head out of a moving vehicle, I find that the Carnival’s traditional sunroof setup contributes more to an open, spacious feel inside the cabin.</p>

<h2>No Child’s Play</h2>

<p>Move to the third row, and the Vellfire once again offers a more comfortable experience. By sacrificing some boot space, it provides ample legroom, even for passengers up to 6 feet tall. While under-thigh support is lacking in both vehicles, the Vellfire’s third row is genuinely usable for longer journeys. These seats can also be slid forward or backwards to further optimise space.</p><p><strong>Also Read:</strong>&nbsp;<a href="https://www.autox.com/reviews/car-reviews/toyota-vellfire-review-when-space-is-luxury-120725/" target="_blank">Toyota Vellfire Review: When Space is Luxury</a></p>





<p>Accessing the third row is easier in the Vellfire as well. A simple pull of a tab slides the second-row seat forward, allowing for an easy ingress. Doing the same in the Carnival requires a bit more effort – you first need to shift the second-row seats outward, then carefully squeeze through the gap between them, which can be a challenge even for a reasonably fit adult. That said, both vehicles offer conveniences like AC vents, USB-C charging ports, and cup holders in the.</p>

<h2>Features Galore</h2>

<p>As one might expect, the Vellfire’s higher price tag brings with it a clear advantage in terms of features. It has a larger 14-inch touchscreen infotainment system compared to the Carnival’s 12.3-inch unit. Additionally, the Vellfire offers an extra roof-mounted screen for second-row passengers, enhancing the rear-seat experience.</p>
<p><img src="https://images.autox.com/uploads/2025/06/Kia-Carnival-View-Of-Steering-Console-And-Instrumentation-1749469629211.webp" alt="Kia Carnival-View-Of-Steering-Console-And-Instrumentation.jpg" style="width: 100%; height: auto;"></p>
<p>Both vehicles come equipped with premium sound systems, but the Vellfire’s 15-speaker JBL setup delivers noticeably richer tone and clarity than the Carnival’s 12-speaker Bose system. The Vellfire also includes thoughtful touches like retractable tray tables built into the captain seats, complete with integrated vanity mirrors. Then there are a number of ways to open and close the Vellfire’s powered sliding doors, which is rather cool. You can do it via the handle on the door itself, buttons on the roof, or buttons next to the driver.</p>
<p><img src="https://images.autox.com/uploads/2025/06/Toyota-Vellfire-Interior-1749469788313.webp" alt="Toyota Vellfire-Interior.jpg" style="width: 100%; height: auto;"></p>





<p>That said, the Carnival has some clever tricks of its own. The driver’s seat offers a 14-way power adjustment, while the Vellfire has an 8-way setup. The Carnival also features a more intuitive third-row stowage system – a single lever collapses the seats into the boot cavity – than the Vellfire’s cumbersome system, which involves straps and sideways lifting of the seats. While the Vellfire wins on screen size, the Carnival’s infotainment interface is arguably more user-friendly and responsive. And in a surprising twist, the Carnival comes with eight airbags, compared to just six in the Vellfire.</p>

<h2>Getting Down to Business</h2>

<p>The Carnival and Vellfire take very different approaches to propulsion. The Carnival is powered by a 2.2-litre diesel engine, while the Vellfire employs a 2.5-litre petrol-hybrid setup. Both deliver 190bhp, but the Carnival, being a diesel, produces much more torque. Each vehicle strikes its own balance between power and efficiency, but the driving experience they offer couldn’t be more different.</p>

<div style="width: 100%; height: auto;" class="post-image">
    <img src="https://images.autox.com/uploads/2025/06/Kia-Carnival-Toyota-Vellfire-side-profile-dynamic-1749469682485.webp" alt="Kia Carnival-Toyota Vellfire-side-profile-dynamic.jpg" style="width: 100%; height: auto;">
</div>

<div style="width: 100%; height: auto;" class="post-image">

    &nbsp;<br></div>

<p>The Vellfire is notably more refined in its operation, delivering power in a smooth and linear fashion. However, its tall profile and softly tuned suspension result in noticeable body roll, especially around corners. The Carnival, by contrast, feels more responsive and eager at low speeds. Its lower centre of gravity and firmer suspension tuning lend it the driving dynamics that make it feel more like a long sedan rather than a lazy MPV. In terms of ride quality, both vehicles are very comfortable, but the Vellfire edges ahead with a plusher, more luxurious feel. It glides over potholes almost effortlessly, keeping occupants isolated from road imperfections in a near-magical manner.</p>

<p><strong>Also Read:</strong>&nbsp;<a href="https://www.autox.com/reviews/car-reviews/toyota-innova-hycross-vs-skoda-kodiaq-comparison-review-117783/" target="_blank">Toyota Innova Hycross vs Skoda Kodiaq Comparison: Utility Over Fun?</a></p><p>Cabin noise is another area where the Vellfire holds an advantage. Its petrol engine runs quieter than the Carnival’s diesel, and its overall cabin insulation is also superior. Aside from the occasional CVT groan under hard acceleration, the Vellfire remains impressively quiet. Its hybrid system also allows for short bursts of electric-only driving, adding to the calm, EV-like silent experience.</p>

<h2>Toyota Vellfire vs Kia Carnival: Verdict</h2>

<p>So, does the Vellfire offer twice the experience of the Carnival? Absolutely not. But it’s important to understand that around the ₹1 crore mark, you begin to hit diminishing returns, regardless of the segment. At ₹63.91 lakh (ex-showroom), the Carnival is a very well-rounded people mover. It offers strong driving dynamics and exceptional value for money, making it the more sensible choice for most buyers.</p>
<p><img src="https://images.autox.com/uploads/2025/06/Kia-Carnival-Toyota-Vellfire-Rear-Three-Quarter-1749469603363.webp" alt="Kia Carnival-Toyota Vellfire-Rear-Three-Quarter.jpg" style="width: 100%; height: auto;"></p>

<p>That said, if you have the budget to spare, the Vellfire is a compelling upgrade. With prices starting at ₹1.22 crore and going up to ₹1.33 crore for the VIP variant we tested, it’s far from an affordable option. However, that premium buys you an undeniably elevated experience – a quieter, more refined ride, more space and greater comfort in all three rows, and a cabin that exudes luxury.</p>

<p>While the Carnival is ideally suited for families looking for practicality and comfort, the Vellfire makes more sense for businesses that want to transport high-profile clients in style and opulence.</p>

<p><br></p>


<p>[tabs]</p>

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

<p><strong>Engine:</strong> 2,151cc 4-Cylinder</p>

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

<p><strong>Power:</strong> 190bhp </p>

<p><strong>Torque:</strong> 441Nm</p>

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

<p><strong>Price:</strong> ₹63.91 Lakh Ex showroom</p>

<p><strong>X-Factor:&nbsp;</strong><em>The practicality of an MPV and the driving character of a sedan, all in one.</em></p>

<table cellpadding="1" cellspacing="1">
    <tbody>
        <tr>
            <td>
                <p><strong>Pros &nbsp;</strong>&nbsp; &nbsp;&nbsp;&nbsp; &nbsp;&nbsp;&nbsp;<br>
                    •&nbsp; Butch design, punchy engine, boot space</p>

            </td>
            <td>
                <p><strong>Cons</strong><br>
                    • 2nd row seat adjustment</p>
            </td>
        </tr>
    </tbody>
</table>

<p>[/tab]</p>

<p>[tab title="<strong>Toyota Vellfire</strong>"]</p>

<p><strong>Engine:</strong> 2,487cc 4-Cylinder</p>

<p><strong>Transmission:</strong> e-CVT FWD</p>

<p><strong>Power:</strong> 190bhp </p>

<p><strong>Torque:</strong> 240Nm</p>

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

<p><strong>Price:</strong> ₹1.33 Crore Ex showroom</p>

<p><strong>X-Factor:&nbsp;</strong><em>The vehicle that has comfort, space, luxury, and reliability by the bucket-loads.</em></p>

<table cellpadding="1" cellspacing="1">
    <tbody>
        <tr>
            <td>
                <p><strong>Pros &nbsp;</strong>&nbsp; &nbsp;&nbsp;&nbsp; &nbsp;&nbsp;&nbsp;<br>
                    •&nbsp; Smooth acceleration, 3rd row space, sound system</p>

            </td>
            <td>
                <p><strong>Cons</strong><br>
                    • Noisy gearbox, body roll</p>
            </td>
        </tr>
    </tbody>
</table>

<p>[/tab]</p>

<p>[/tabs]</p>

Toyota Vellfire vs Kia Carnival Comparison: Luxury MPV Battle!

It’s time for a titanic showdown between two luxury MPVs - the Toyota Vellfire and the Kia Carnival. Can the Carnival dethrone the Vellfire as the go-to choice for comfortable travels?

<p> The world of motorcycles is a fascinating one. There are so many kinds of it that there’s one to suit everyone’s need, yet, motorcyclists can’t have enough. In this world, there’s one motorcycle manufacturer that firmly holds its own – Harley-Davidson. Over the years, even the mighty HD has dared to cross boundaries and experimented with different kinds of formats. However, the Harley-Davidson Breakout is a stark reminder of their strengths and absolute mastery of the cruiser motorcycle format. But before we dig into how the motorcycle is on different parameters, it is important to understand what it is in the first place.</p><h2>Harley-Davidson Breakout Review: What is it? </h2><p>Loosely, a cruiser motorcycle. You won’t be wrong if you call it so, but if you want to be specific, it is a chopper. And this distinction is of utmost importance for you to truly understand the Breakout and judge it fairly. You see, the best way to judge a bike is to start with its intent. Adventure motorcycles are meant to take the path less travelled, sportbikes are to chase the ten-tenths around a racetrack and cruisers, in the larger sense, are meant to munch miles with ease, highways being their preferred playing ground. Choppers, on the other hand, have one purpose – to make an impression. So, if I were to sum up the Breakout based on things like cornering abilities, touring capabilities and so on, it would be unfair on the motorcycle.</p><div style="width: 100%; height: auto;" class="post-image">
      <img src="https://images.autox.com/uploads/2025/05/Harley-davidson-breakout-6-1747466775630.webp" alt="Harley-Davidson Breakout" style="width: 100%; height: auto;">
    </div>
  <p>The rise of choppers and the popularity of the Harley-Davidson culture go almost hand-in-hand. A huge fat rear tyre, rigid frame and a long raked out front end is the quintessential image of an American Badass on two wheels. Of course, this format takes us into the world of fat wheel custom choppers and eye-watering prices, but that’s a story for a different day. This is the early 2000s we are talking about, and towards the end of the decade, Harley would come out with the Rocker C – their take on what a chopper should be like, practically inventing the ‘factory chopper’ genre. It came with a funky rider seat which could be folded out to ‘unwrap’ the rear seat! Surely, not many would remember that, but it’s worth looking up.</p><p>It was good, but it was Harley’s second attempt that gave us one of the most popular fat wheel factory choppers of all time – the Breakout. Fast forward to today, and the Breakout sticks to that design theme and continues the legacy.</p><h2>Harley-Davidson Breakout Review:&nbsp;Great Story, but how is it today?</h2><p>Let’s start with the fat rear tyre, perhaps the biggest draw of this motorcycle. It’s a full 240-section unit, wider than even the fanciest cars or SUVs you can think of! Next is the insane 1,923cc, 45-degree V-Twin air- and oil-cooled engine! In full display with exquisite attention to detail, no less. Add to that a slim front-end design, a massive 34-degree rake, shotgun exhausts, a 2.3-metre length and over 300kg of weight (in running order) – you get the idea. Thankfully, it has a decently sized 18.9-litre fuel tank – unlike the puny tanks in custom choppers. It’s a motorcycle that will appeal to the purists in every sense.</p><div style="width: 100%; height: auto;" class="post-image">
      <img src="https://images.autox.com/uploads/2025/05/Harley-davidson-breakout-11-1747466790380.webp" alt="Harley davidson breakout " style="width: 100%; height: auto;">
    </div>
  <p>At a standstill, it looks like a million dollars. But when on the move, it is every bit a typical Harley – butter smooth drivetrain, oodles of torque at the slightest twist of the throttle and that addictive, dominating riding stance that makes you feel like the king of the road. For perspective, it makes a mind-bending 168Nm of torque, and surprisingly, Harley even quotes the horsepower numbers for this one at 100bhp. You sit with your feet stretched out with a little bit of reach to the almost flat handlebar. Its rip-it-and-grip-it ride experience is equal parts intimidating and utterly, utterly addictive. The almost 1.7-metre-long wheelbase and the fat rubber means the motorcycle is slow to turn, and u-turns will have to be planned well in advance. But a bike that gives a lack of confidence it is not, and the ride quality is surprisingly good!</p><div style="width: 100%; height: auto;" class="post-image">
      <img src="https://images.autox.com/uploads/2025/05/Harley-davidson-breakout-12-1747466794737.webp" alt="Harley-Davidson Breakout Seat" style="width: 100%; height: auto;"></div><div style="width: 100%; height: auto;" class="post-image">The clever bit done by Harley is that the monoshock rear suspension is hidden under the seat, giving the motorcycle a hard tail look. I have to be honest, this Softail chassis has been around since the late 2010s, but still is every bit modern and always leaves me surprised with just how it copes  even on poorly surfaced roads. It’s no ADV, obviously, but way more capable than you would expect from a motorcycle of this appearance. The only thing that was a bit bothersome was the protruding air intake. As good as it looks, it comes in the way of using the rear brake. Speaking of which, on the safety tech front, you have Anti-Lock Brakes (ABS) and Traction Control System (TCS)… and that’s all. I love it!</div>
  <div style="width: 100%; height: auto;" class="post-image">
      <img src="https://images.autox.com/uploads/2025/05/Harley-davidson-breakout-14-1747466804890.webp" alt="Harley-Davidson Breakout Speedometer" style="width: 100%; height: auto;">
    </div>
  <p>On the features front, you have a minuscule 2.14 inch (yes, you read that right) LCD instrument cluster which gives you bare-minimum information at a time, but the complete set so long as you are willing to toggle through the menu set.</p><h2>Harley-Davidson Breakout Review: Verdict</h2><p>And well, that’s about it. The motorcycle is fairly simple and a refreshing throwback to what motorcycles are all about – the experience, the image and the personality that comes with it. Let’s face it, the experience of motorcycling is subjective and very thematic too, if I may say so. Off-road riders, enduro riders, supermoto riders, track riders, long-distance haulers… the list can go on. If you judge the Breakout based on its specifications, features and brochures,&nbsp; you’ll be committing a grave mistake. But if you kick it old school and go for a test ride, that is when you will  appreciate what the motorcycle has to offer.</p><div style="width: 100%; height: auto;" class="post-image">
      <img src="https://images.autox.com/uploads/2025/05/Harley-davidson-breakout-5-1747466765962.webp" alt="Harley-Davidson Breakout Rear" style="width: 100%; height: auto;">
    </div>
  <p>It has everything that you would want from a bike like this. An engine called Milwaukee-Eight 117, massive displacement of 1,923cc (litre-class cylinders, almost), an air intake called ‘Heavy Breather’ and tyres that are called ‘Scorchers.’ It even has the eye-watering price tag and an unmistakable road presence! The motorcycle may not do a lot of things and could be seen as ‘too simple,’ perhaps. But it leaves you with a lasting memory. So, let’s play some Rock n’ Roll and take in the view with bikes like these while we can, before the ugly ADVs take over completely. Motorcycling is subjective, remember?</p><p>[tabs]</p>

<p>[tab title="<strong>Harley-Davidson Breakout</strong>"]</p>

<p><strong>Engine:</strong> 1,923cc V-twin, air- and oil-cooled</p>

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

<p><strong>Power:</strong> 100bhp </p>

<p><strong>Torque:</strong>&nbsp;168Nm</p>

<p><strong>Fuel:</strong> Petrol</p>
 
<p><strong>Price:</strong> ₹30.99 Lakh (ex-showroom)</p>

<p><strong>X-Factor:&nbsp;</strong><em>As good as it gets if you love chopper-style motorcycles.</em></p>

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

			</td>
			<td>
			<p><strong>Cons</strong><br>
			• Pricey, Low Ground Clearance  </p>
			</td>
		</tr>
	</tbody>
</table>

<p>[/tab]</p>

<p>[/tabs]</p>

Harley-Davidson Breakout Review: Fantastic, But Set Your Expectations Right

There’s nothing quite like the Harley-Davidson Breakout that says you’ve ‘arrived.’ It's every bit a factory chopper motorcycle - a raked out front end, long, low, a fat rear tyre and a price tag that separates you from the rest.

<p>Ever since the <a href="https://www.autox.com/new-cars/mg/windsor-ev/">MG Windsor EV</a> was launched in India, it has been the centre of attention. It brought with it a unique design, an exhaustive list of features, innovative methods of buying a car, like Battery-as-a-Service (BaaS), and all of it came with a price tag that positioned it as the perfect choice of car to buy under Rs 20 lakh in India. It wasn’t a surprise that the Windsor won the prestigious ‘Best of 2024’ at the autoX Awards and that it would become the best-selling EV in India for seven consecutive months! Now, MG aims to take it up a notch with the new ‘Pro’ variant of the Windsor EV. We drive it in the jaw-dropping beauty of Shillong and find out what it’s all about.</p><h2>MG Windsor EV Pro Review: What’s Different? <br></h2><p>The first thing I  want to mention is the price, as it will give you an idea of  how popular this car is. <a href="https://www.autox.com/news/car-news/mg-windsor-ev-pro-launched-at-rs-1749-lakh-gets-bigger-battery-and-more-features-120622/" target="_blank">JSW MG Motor India had launched the Windsor EV Pro</a> at an introductory price tag of Rs 17.5 lakh (ex-showroom), which was to be valid for the first 8,000 customers, and mind you, 8,000 units in the world of EVs is a big number. Surprisingly, the introductory price had to end the next day as the <a href="https://www.autox.com/news/car-news/mg-windsor-ev-pro-introductory-prices-end-heres-what-youll-pay-now-120661/" target="_blank">bookings crossed the 8,000 mark within 24 hours</a>! So now, the price is up by Rs 60,000, and the car costs Rs 18.10 lakh outright and Rs 13.10 lakh + Rs 4.5/km as part of the BaaS scheme.</p><div style="width: 100%; height: auto;" class="post-image">
      <img src="https://images.autox.com/uploads/2025/05/1746791007918-zse5-MG-Windsor-EV-Pro-Infotainment-System.webp" alt="MG Windsor EV Pro Infotainment System" style="width: 100%; height: auto;">
    </div>
  <p>What you get for this price tag is, honestly, not a very big change. It is still a substantial one, however, as it brings a marked improvement in your everyday usage experience. The big change is the larger battery pack that the Pro variant gets – now a 52.9kWh LFP unit, as opposed to the 38kWh LFP unit in the ‘regular’ Windsor EV variants. As a result, the claimed range has gone up from 332km to an impressive 449km per charge. As per MG, the car takes about 9.5 hours to fully top up with a 7.4kW AC charger and about 50 minutes  from 20 to 8 per cent with a 60kW DC fast charger. Since this was just a first drive, we could not perform a range test as per our standards. </p><p><strong>Also Read:</strong>&nbsp;<a href="https://www.autox.com/news/car-news/mg-windsor-ev-excite-exclusive-essence-and-essence-pro-variants-explained-120651/" target="_blank">MG Windsor EV Excite, Exclusive, Essence and Essence Pro Variants Explained</a></p><p>However, given our earlier experience with the non-Pro version of the car, we believe that the Pro should easily cross the 350km per charge mark in real-world conditions. Interestingly, MG is offering a lifetime warranty on the battery, but do note that it is only applicable for the first owner.</p><p><img src="https://images.autox.com/uploads/2025/05/1746791132970-34l0-MG-Windsor-EV-Pro-Front.webp" alt="MG Windsor EV Pro Front" style="width: 100%; height: auto;">
    </p>
  <p>The other big additions are the inclusion of level 2 ADAS features, a powered tail gate and your biggest tell that it is a Pro variant of the Windsor EV – new 18-inch alloy wheels which  can be seen on the Hector as well. On the inside, the interior theme is now Ivory white and black and lastly, the Windsor Pro now supports Vehicle-to-Load (V2L) and Vehicle-to-Vehicle (V2V) which is essentially means that you can power up appliances through the charging port of the car through an accessory that would set you back by Rs 5,000, or you can transfer charge to another car through an accessory cable who’s price is yet to be finalised but MG says should be about Rs 20,000.</p><h2>MG Windsor EV Pro Review: What’s the Same? </h2><p>Everything else about the car remains the same. This means everything we love about the car, like the 135-degree reclinable lounge seats at the back, the impressive 9-speaker audio system, ventilated front seats, ample storage areas around the cabin and the sheer size and space that you get for your money on the inside continue to impress. This also means that the massive 15.6-inch touchscreen infotainment system, which is in equal measure impressive and yet cumbersome to use as almost all functionalities of the car are operated through it, also remains.</p><div style="width: 100%; height: auto;" class="post-image">
      <img src="https://images.autox.com/uploads/2025/05/1746791098975-9nnl-MG-Windsor-EV-Pro-Interior.webp" alt="MG Windsor EV Pro Interior" style="width: 100%; height: auto;">
    </div>
  <p>What remains to be talked about is the ride and handling, which also, thankfully, continue to be thoroughly impressive. With the larger battery pack, MG has had to fine-tune the suspension and reinforce the structure of the car at a few places to accommodate the slight increase in weight. Once on the move, you will barely notice any difference in the way the car is to drive. This means it continues to be a fantastic handler that hides its weight rather well.</p><div style="width: 100%; height: auto;" class="post-image">
      <img src="https://images.autox.com/uploads/2025/05/1746761524405-i2qo-MG-Windsor-EV-Pro-1.webp" alt="MG Windsor EV Pro " style="width: 100%; height: auto;">
    </div>
  <h2>MG Windsor EV Pro Review: Worth Checking Out?</h2><p>The MG Windsor EV was already an impressive package on all fronts. While I believe there was an opportunity to bump up the feel-good feature set or the performance a couple of notches higher since it has the ‘Pro’ in its name, it is hard to argue against what MG has brought to the table. Especially when you consider that despite the longer range, the Windsor EV Pro still manages to undercut the Rs 20 lakh price tag. So, the answer is yes, it is worth checking out. Moreover, it is a highly recommended option in the price bracket and worth consideration, irrespective of whether you are in the market for an Internal Combustion Engine (ICE) powered car or an EV.<br></p>


<p>[tabs]</p>

<p>[tab title="<strong>MG Windsor EV Pro</strong>"]</p>

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

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

<p><strong>Power:</strong>&nbsp;134bhp </p>

<p><strong>Torque:</strong>&nbsp;200Nm</p>

<p><strong>Range:</strong> 449km (MIDC)</p>
 
<p><strong>Price:</strong> ₹18.10 Lakh Ex showroom</p>

<p><strong>X-Factor:&nbsp;</strong><em>The MG Windsor EV Pro makes an already great package even better!</em></p>

<table cellpadding="1" cellspacing="1">
	<tbody>
		<tr>
			<td>
			<p><strong>Pros &nbsp;</strong>&nbsp; &nbsp;&nbsp;&nbsp; &nbsp;&nbsp;&nbsp;<br>
			•&nbsp; Spacious Cabin, feature-loaded</p>

			</td>
			<td>
			<p><strong>Cons</strong><br>
			• Convoluted  touchscreen-based controls</p>
			</td>
		</tr>
	</tbody>
</table>

<p>[/tab]</p>

<p>[/tabs]</p>

MG Windsor EV Pro Review: More Wind in the Sail!

The MG Windsor EV Pro builds on a solid foundation, but does it do enough? We find out by taking it out for a drive in the lovely hills of Shillong.

<p>The Kia Carens has been selling well and has even surpassed the 2 lakh units sales mark since its launch. However, this three-row offering was due for an update. But rather than replacing the old model with a new one, Kia has instead decided to bring a new vehicle based on the Carens, but made to be more premium and feature-rich. This new vehicle is the Carens Clavis. While the Carens name points to its lineage, the term Clavis is Latin for key. Specifically, it has been taken from a Latin phrase that means the golden key. So, what key changes have been made to make the Carens Clavis that make it a step up from the Carens?</p>
<p><a href="https://youtu.be/27HvUcTn6qQ?si=Rn8DHNTWonbOXWbo"><iframe width="560" height="315" src="https://www.youtube.com/embed/27HvUcTn6qQ?si=c4gMRiIYkvpsPRgY" title="YouTube video player" frameborder="0" allow="accelerometer; autoplay; clipboard-write; encrypted-media; gyroscope; picture-in-picture; web-share" referrerpolicy="strict-origin-when-cross-origin" allowfullscreen=""></iframe></a></p>
<h2>Kia Carens Clavis Design &amp; Styling <br></h2>
<p>Despite being the same vehicle underneath the skin, the Clavis looks different from the Carens. This is largely thanks to the digital tiger nose grille and the new Star Map LED DRLs and headlamp cluster. The front is largely closed off, much like EVs and resembles Kia’s more recent offerings like the Syros and EV9. There is a prominent sliver chrome skid plate and both ends at either end of the vehicle to give it a butch SUV-like appeal. In fact, the raised bonnet adds to this bolder appeal at the front and side. What also helps elevate the look of the Clavis are the 17-inch alloy wheels, which are an inch bigger than the ones on the Carens. In terms of dimensions, the Clavis is 10mm longer but shares the rest of its figures with the Carens. This also means that the 216-litre boot remains the same.</p>
<h2>More gadgets! <br></h2>
<p>When you step inside, you are greeted by a much more premium and modern cabin. Not only is there more tech on display, but the materials used on the dashboard are great to look at, too. New additions include a connected island housing twin 10.25-inch displays, a four-way power adjustable driver’s seat, a new steering wheel and a bigger dual-pane panoramic sunroof. There is also a new hybrid touch panel which can switch from media to AC controls. While it saves space on the dashboard, I am not completely sold on its usability. If you are driving and want to make any changes, you will have to take your eyes off the road.</p>
<p><img src="https://images.autox.com/uploads/2025/05/KIA-Carens-clavis-6-1747369221418.webp" alt="KIA Carens clavis interior .jpg" style="width: 100%; height: auto;"></p>
<p>The second row has not seen many changes and you can get the Clavis in 6- and 7-seater variants, just like the Carens. The 7-seater option does come with a three-point seatbelt for the middle passenger this time around. Also, there is a walk-in feature that allows you to adjust the front passenger seat from the second row by using a lever on the side of the seat. Similarly, there is a one-touch tumble function for the left-side second row seat, which makes getting into the third row easier. Since the bigger sunroof extends till the second row, the roof-mounted AC vents have been moved to the sides. It was a bit disappointing to see that the underthigh support in the second row has not improved.</p>
<div style="width: 100%; height: auto;" class="post-image">
    <img src="https://images.autox.com/uploads/2025/05/KIA-Carens-clavis-10-1747369599171.webp" alt="KIA Carens clavis 3rd row seats.jpg" style="width: 100%; height: auto;">
</div>
<p>The third row is also rather decent for shorter journeys. It is much more suited for children than adults, considering the lack of underthigh support and legroom. I do, however, like that Kia has given AC vents, reading lights, two USB-C ports and cupholders even in the last row. <br></p>
<h2>Kia Carens Clavis: Powertrain Options</h2>
<p>The drivetrain options remain the same as the Carens — a 1.5-litre NA petrol, 1.5-litre turbo-charged petrol and 1.5-litre diesel. The power and torque figures remain unchanged, too, but the Clavis also gets a 6-speed manual transmission along with the 1.5 turbo-petrol. </p>
<div style="width: 100%; height: auto;" class="post-image">
    <img src="https://images.autox.com/uploads/2025/05/KIA-Carens-clavis-8-1747369643631.webp" alt="KIA Carens clavis turbo petrol engine.jpg" style="width: 100%; height: auto;">
</div>
<p>The Clavis is a comfort-oriented vehicle and that is apparent in the quiet cabin, light steering wheel and absorbent suspension. Ground clearance is not a problem either, as I did not bottom out even while clearing tall speedbreakers. Unlike the Carens, the Clavis does get 20 Level 2 ADAS features that make your driving experience safer. The additional cameras fitted onto the car also enable a surround view feature which makes parking the vehicle easier. <br></p>
<h2>Kia Carens Clavis: Verdict<br></h2>
<p>The Carens Clavis is definitely a step up from the Carens. It looks more modern, has more features, while retaining a plush ride experience and the versatility of multiple powertrain options. While pricing is not out yet, we know that it will be more expensive than the Carens. As long as Kia manages to have a modest increase of around Rs 1-1.5 lakh over the Carens, the Clavis will be an easy recommendation for families.<br></p>

Kia Carens Clavis First Drive Review: The Perfect Family Car?

What does the Carens Clavis bring to the table to make it the go-to choice for Indian families? Is it a big enough improvement over the current Carens?

<p>
    After spending some time with the Toyota Vellfire, it’s easy to see why it has become the latest obsession in Bollywood. Nearly every major superstar has welcomed one into their garage, making it the vehicle of choice for the next red carpet appearance. After all, the Vellfire seamlessly blends practicality with indulgence, offering a unique sense of understated luxury unmatched by any other car in the Indian market, regardless of price. Let’s take a closer look.</p>

<h2>It’s Mahoosive!</h2>

<p>The Vellfire blends the bold, brawny aesthetic of a full-size SUV with the practical form factor of an MPV. Viewed head-on, the first thing that grabs your attention is its massive grille – one so imposing, it could put even the burliest of SUVs to shame. But the side tells a completely different story – here, the Vellfire embraces its MPV identity unapologetically. It’s also from this angle that its sheer size becomes apparent – standing nearly 2 metres tall and stretching just over 5 metres long. So commanding is its presence that even the 19-inch wheels seem modest.</p>

<div style="width: 100%; height: auto;" class="post-image">
    <img src="https://images.autox.com/uploads/2025/05/Toyota-Vellfire-Front-Three-Quarter-1747310269679.webp" alt="Toyota Vellfire-Front-Three-Quarter.jpg" style="width: 100%; height: auto;">
</div>

<div style="width: 100%; height: auto;" class="post-image">
    
<br></div>

<p>Design-wise, it departs from the traditional ‘breadbox’ MPV silhouette with a stylish kink in the window line, which makes the car look more stylish than the outgoing model’s almost B-pillar-like intrusion. Here, you will also see the Vellfire badging, a subtle yet classy detail. At the rear, the boxy shape has a hint of sportiness, courtesy of a prominent roof spoiler. One design element that truly stands out is the chrome trim tracing the window line. It begins at the kink on the side, flows above the windows, wraps seamlessly around the spoiler, and mirrors itself on the opposite side – a thoughtful and beautifully executed detail.</p>

<h2>The Luxury Lounge</h2>

<p>The real reason to consider the Vellfire lies in its interior. Step inside, and you’re greeted by a cabin that feels nothing short of a luxurious airport lounge – an experience unmatched at this price point. Comfort is clearly the top priority, with everything else taking a backseat. The only slight effort required is while getting into the cabin. Starting at the front, the cabin is solidly built and purpose-driven. There’s a deliberate absence of ornamental flair here – understandable, given that this seat would most likely be used by the chauffeur. </p><p><img src="https://images.autox.com/uploads/2025/05/Toyota-Vellfire-View-Of-Steering-Console-And-Instrumentation-1747310402227.webp" alt="Toyota Vellfire-View-Of-Steering-Console-And-Instrumentation.jpg" style="width: 100%; height: auto;"></p><p>That said, should you find yourself behind the wheel, you’ll immediately appreciate the comfort and confidence it inspires, even over long drives. The Head-Up Display is a thoughtful addition, offering useful driving information without distraction. While the infotainment system’s interface may take a bit of getting used to, the crisp 14-inch touchscreen responds well, and the inclusion of wireless Apple CarPlay and Android Auto is a nice touch.</p>

<div style="width: 100%; height: auto;" class="post-image">
    <img src="https://images.autox.com/uploads/2025/05/Toyota-Vellfire-Seat-Space-1747310326297.webp" alt="Toyota Vellfire-Seat-Space.jpg" style="width: 100%; height: auto;">
</div>

<div style="width: 100%; height: auto;" class="post-image">
    
<br></div>

<p>It’s in the middle row where the Vellfire truly shines. The power-sliding doors alone offer a red-carpet-like experience, making you feel like a celebrity the moment you step in or out. Sink into either of the two captain seats, and you’re immediately enveloped in cloud-like comfort. Quite simply, these are among the most luxurious and comfortable seats. Their wide range of adjustability allows you to tailor your perfect seating or resting position, including the ability to recline nearly flat with the leg rests fully extended. Everything here is designed with indulgence in mind. Even the window blinds are electrically operated, and there are features like heating, ventilation, and massage functionality. </p><p><strong>Also Read:</strong>&nbsp;<a href="https://www.autox.com/reviews/car-reviews/2025-camry-hybrid-first-drive-review-luxury-and-performance-with-25kmpl-119388/" target="_blank">2025 Camry Hybrid First Drive Review</a><br></p><p>There is a large drop-down screen for entertainment on the go and individual pop-out touchscreens near the armrests to give passengers control over almost every aspect of the car’s features. Other thoughtful touches include a foldable tray with a built-in vanity mirror for each passenger and dual sunroofs with powered sunshades.</p><p><img src="https://images.autox.com/uploads/2025/05/Toyota-Vellfire-Power-Window-Switches-1747310280838.webp" alt="Toyota Vellfire-Power-Window-Switches.jpg" style="width: 100%; height: auto;"></p>

<p>The real surprise, however, lies in the third row, which is as spacious as the second row in any other ‘regular’ car. Long journeys here won’t be a problem, though access is only via the space between the middle-row seats – something that you get used to. Finally, the boot space is nothing short of cavernous if you fold the last row of seats (which is done manually) — you can pretty much shift houses without batting an eye.</p>

<h2>A Driver's Car</h2>

<p>But not in the way you might expect. Driving the Vellfire is as exciting as making a sandwich. That’s not a dig; in fact, it’s a testament to how effortlessly and efficiently it handles its core purpose: comfortable, no-fuss commuting. If your priority is transporting people with minimal drama, there’s nothing quite as effective, purpose-built, and emotionally detached as the Vellfire.</p><p><strong>Also Read:</strong>&nbsp;<a href="https://www.autox.com/reviews/car-reviews/bmw-i7-vs-range-rover-comparison-review-113973/" target="_blank">BMW i7 Vs Range Rover Autobiography Comparison</a><br></p>

<p>Under the hood, it gets a 2.5-litre four-cylinder petrol engine with an electric motor for a combined output of around 250bhp. That may sound like a healthy figure, but given the sheer size of the Vellfire, it feels just about adequate. Power is sent to the front wheels via a CVT gearbox, and it emits the typical whine when pushed hard. However, take things slow – or find yourself crawling through inevitable city traffic – and the Vellfire truly comes into its own. At lower speeds and with sufficient battery charge, it can run silently in EV mode. As the speed picks up, the petrol engine kicks in seamlessly. Ride quality is exceptional, with most road imperfections soaked up effortlessly; only the occasional sharp bump manages to filter through. If there’s one area where the Vellfire could improve, it’s in cabin insulation, for road and wind noise do creep in at highway speeds, slightly disrupting an otherwise whisper-quiet atmosphere.</p>

<div style="width: 100%; height: auto;" class="post-image">
   
<img src="https://images.autox.com/uploads/2025/05/Toyota-Vellfire-Rear-Seat-Space-1747310450093.webp" alt="Toyota Vellfire-Rear-Seat-Space.jpg" style="width: 100%; height: auto;"></div>

<div style="width: 100%; height: auto;" class="post-image">
    
<br></div>

<p>Surprisingly, the Vellfire never scraped its belly during our test, even without the aid of an air suspension setup. The stock suspension delivers a ride quality that’s very much in line with expectations, striking a fine balance between comfort and practicality. Adding to its usability is Toyota’s suite of ADAS features, which rely on both camera and radar systems. These prove genuinely helpful, particularly during long-distance drives or when navigating the sheer size of this MPV through tighter spaces.</p><p><img src="https://images.autox.com/uploads/2025/05/Toyota-Vellfire-Rear-Three-Quarter-1747310460094.webp" alt="Toyota Vellfire-Rear-Three-Quarter.jpg" style="width: 100%; height: auto;"></p>

<h2>Verdict</h2>

<p>The Vellfire has certainly become a lot more expensive than it used to be. With its prices ranging between ₹1.22 crore to ₹1.33 crore (ex-showroom), it now squares off against some of the most elite chauffeur-driven offerings in the country. Yes, you could opt for a fancier badge at this price, but few vehicles offer the same peace of mind that comes with a Toyota, especially when combined with this level of comfort and practicality. If you value being well-rested during your daily chauffeur-driven routine, prefer subtle luxury, and want a vehicle that delivers uncompromised comfort without attracting undue attention, the Vellfire is as good as it gets.
</p>




<p>[tabs]</p>

<p>[tab title="<strong>Toyota Vellfire</strong>"]</p>

<p><strong>Engine:</strong> 2,487cc 4-cylinder</p>

<p><strong>Transmission:</strong> CVT</p>

<p><strong>Power:</strong> 190bhp </p>

<p><strong>Torque:</strong> 240Nm</p>

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

<p><strong>Price:</strong> ₹1.33 Crore Ex showroom</p>

<p><strong>X-Factor:&nbsp;</strong><em>The ultimate rear-seat experience for the chauffeur-driven, definitely worth consideration!</em></p>

<table cellpadding="1" cellspacing="1">
    <tbody>
        <tr>
            <td>
                <p><strong>Pros &nbsp;</strong>&nbsp; &nbsp;&nbsp;&nbsp; &nbsp;&nbsp;&nbsp;<br>
                    •&nbsp; Comfort, practicality, understated, feature-loaded</p>

            </td>
            <td>
                <p><strong>Cons</strong><br>
                    • Underwhelming driving experience, cabin insulation</p>
            </td>
        </tr>
    </tbody>
</table>

<p>[/tab]</p>

<p>[/tabs]</p>

Toyota Vellfire Review: When Space is Luxury

The Toyota Vellfire is as much a driver’s car as it gets, but not in the way you might expect. Here's what you can expect from Bollywood's latest favourite car.

Ford EcoSport price starts at ₹ 819000. Check specifications, features, mileage, colours, variants, images, FAQs, news, reviews, and videos.

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Ford

Ford EcoSport

RightHandDriving

1498 CC

999 CC

<p><em>With the S version of the EcoSport, Ford India is bringing a new trim level to the EcoSport lineup. Featuring additional standard equipment and visual changes, it hopes to appeal to enthusiasts with a fun to drive SUV appeal. We drive the latest variant of the EcoSport to find out how extensive the changes are. </em></p>

<p>If there’s a brand that one can trust to produce fun to drive cars in the Indian market, it would undoubtedly be Ford. More often than not, in the segments that they compete in, Ford’s products are usually the pick of the lot in terms of driving appeal. And with the launch of the EcoSport five years ago, Ford achieved something similar in the compact-SUV segment, offering a competitive product that was also quite fun to drive. Of course, the timing of the EcoSport’s launch, and its butch SUV looks, made it an instant success in India.</p>

<p>However, fast forward five years and the SUV space has become more competitive than ever in India. The EcoSport has seen its share of competition rise with the Vitara Brezza and even the <a href="https://www.autox.com/reviews/car-reviews/tata-nexon-review-first-drive/">Tata Nexon</a>, making things that much tougher. Ford’s response to this was the facelifted version of the EcoSport with a myriad of changes to improve the appeal of the product. However, with the S variant of the EcoSport, Ford is directly targeting enthusiasts. A direct reflection of this comes with the engine choices, as the S trim is offered only with either the 1.0-litre Ecoboost turbocharged petrol engine or the 1.5-litre diesel because, let’s be honest, there are enough enthusiasts out there who would like a sporty product, but would also like to maintain the efficiency of running a diesel engine. The S Ecoboost is priced at ₹11.37 lakh, while the diesel version is priced at ₹11.89 lakh.</p>

<p><img alt="Ford EcoSport S Ecoboost Front Right View" src="/uploads/2018/05/Ford-EcoSport-S-Ecoboost-front-three-quarter1.jpg" style="width: 642px; height: 336px;" /></p>

<p>Positioned above the previously range-topping Titanium+ variant, the S gets unique features such as the HID headlights and a standard-fit sunroof that Ford calls the ‘Funroof’. Additionally, the S also features a dark look package with the headlights, front grille, roof, roof rails and 17-inch wheels, all finished in black, to make the S version more distinctive. The orange accents on the dash and seats offer a brilliant contrast to the monotony of the all-black interior. The SYNC 3 equipped 8-inch multimedia system in the EcoSport remains a delight to use with easy touch functionality – the screen in particular looks great with excellent resolution that makes it looks visually very appealing. In the S version, the MID in front of the driver is also a larger 4.2-inch display and features a tyre pressure monitoring system as standard. And, being the top of the line version of the EcoSport, the S also gets six airbags and ABS as standard.</p>

<p>Powertrain wise, the S in Ecoboost form also features a brand new 6-speed manual transmission, while the diesel version retains the 5-speed manual. Our test car was the Ecoboost version, with the engine producing 123bhp and 170Nm of torque. The award-winning Ecoboost remains a delightful powerplant with little or no turbo lag. The engine is quite free revving, however, its best performance is in the mid-range, where it delivers power in a very linear fashion and makes highway progress a breeze. Also, the refinement of the Ecoboost engine is very good with NVH levels, in general, being excellent. The new transmission offers excellent shifts and very well-matched gear ratios.</p>

<p><img alt="2018 Ford EcoSport S Ecoboost Instrument Cluster" src="/uploads/2018/05/Ford-EcoSport-S-Ecoboost-interior1.jpg" style="width: 642px; height: 336px;" /></p>

<p>When it comes to ride and handling, Ford has made small tweaks to the EcoSport. As a result, it now features very good ride quality, and yet retains its high-speed stability. The steering too remains quite light, but I think I would’ve preferred a little more feel from it. In everyday use then, the EcoSport’s suspension is very well tuned for our conditions. However, if there’s something that persists with the EcoSport, it is the body roll the SUV has due to its tall design and high center of gravity and in the current platform I doubt there is much that Ford can do to tackle that.</p>

<p>With the EcoSport S then, Ford has improved upon what was a very competitive package. And the dark look package works quite well for me, making the car stand out from the competition and even from the regular trim versions of the EcoSport. The return of the Ecoboost is also a welcome move for keen drivers, though, one word of caution, if you’re a lead-footed driver, the fuel efficiency of the Ecoboost does take a bit of a nosedive if pushed hard. And if that is the case, then the diesel version is always a good choice. All in all, this is a good push from Ford to make the EcoSport stand out in the face of intense competition. With its driving appeal, high quotient of standard equipment and a design that still looks very good, the EcoSport offers a competitive package for those looking for a fun to drive compact SUV.</p>

<p>[tabs]</p>

<p>[tab title="Ford EcoSport S"]</p>

<p><strong>Engine: </strong><span style="color:#222222">999cc / In-line 3-Cylinders Turbocharged</span></p>

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

<p><strong>Transmission:</strong> <span style="color:#222222">6-Speed Manual Front-Wheel Drive</span></p>

<p><strong>Power: </strong><span style="color:#222222">123bhp @ 6,000rpm</span></p>

<p><strong>Torque:</strong> <span style="color:#222222">170Nm @ 1,500 - 4,500rpm</span></p>

<p><strong>X-factor:</strong> <span style="color:#222222">11.37 Lakh (Ex-showroom, Delhi)</span></p>

<table cellpadding="1" cellspacing="1">
	<tbody>
		<tr>
			<td><strong>Pros &nbsp;</strong>&nbsp; &nbsp;&nbsp;&nbsp; &nbsp;&nbsp;&nbsp;<br />
			• Dark-look package is distinctive<br />
			• Return of the EcoBoost engine<br />
			• Has both petrol &amp; diesel options</td>
			<td>
			<p><strong>Cons</strong><br />
			• Fuel efficiency drops when pushed hard</p>
			</td>
		</tr>
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Ford EcoSport S Ecoboost Review, First Drive

With the EcoSport S, the American automaker has added another update to its best-seller. So, we get behind the wheel of the Petrol Ecoboost Ecosport to find out how well the compact SUV fares.

<p><strong>On the face of it, this Ford EcoSport might look like a minor cosmetic update, but there’s more to it than meets the eye.&nbsp;</strong></p>

<p>Premier and Mahindra may have been the first manufacturers to bring a sub-4 metre SUV to market, but it wasn’t until the launch of the Ford EcoSport that the body style gained popularity. Ford commenced bookings of the EcoSport in June 2013, and, in less than a month, had already received more than 30,000 bookings – such was the demand for an affordable SUV in India (something that continues unabated until today). Four years have passed since then, and the segment now has products from Maruti Suzuki and more recently from Honda and Tata. Introduction of these new models, and the absence of substantial updates, meant that the EcoSport was starting to feel dated. Still, the love for the EcoSport continues – as an average sale of more than 3,500 units a month over the past year justifies. But, for Ford, that wasn’t enough. So they’ve now brought in an updated version of the model – and it wears a bit of a poker face.</p>

<p><img alt="2017 Ford EcoSport Facelift Rear Static" src="/uploads/2017/10/2017-ford-ecosport-facelift-review-rear-static-m.jpg" /></p>

<p><strong>Same, but different</strong></p>

<p>When you look at this 2017 EcoSport from the back, you’ll have to play a game of spot the difference. The EcoSport facelift launched globally has done away with the tailgate mounted rear wheel. In India, however, Ford has decided to retain it. Ford says customers considered it one of the EcoSport’s signature design features – and, we have to admit, we do too. That being said, this updated version doesn’t get that hard-plastic spare wheel cover anymore.&nbsp;</p>

<p>In profile, meanwhile, there’s not much difference – except for the larger 17-inch alloy wheels. The front is where the differences start to get more evident. Like all the current generation Ford models, this one too gets a bold chrome grille. And while this does give the 2017 EcoSport a good stance, the honeycomb mesh behind the twin-slat grille does look a bit strange from certain angles. The headlamps have been redesigned and now come with Daytime Running Lights, while the fog lamps are newly crafted as well.&nbsp;</p>

<p><img alt="Ford EcoSport Facelift Interior" src="/uploads/2017/10/2017-ford-ecosport-facelift-review-interior-m.jpg" /></p>

<p><b>Equipment aplenty </b></p>

<p>Ford has also reworked the interior of the EcoSport. Gone are the sharp creases on the dashboard, which now carries a far more conventional design. Taking centre stage is now an all-new 8.0-inch touchscreen infotainment system with Ford’s Sync 3 system. The infotainment is easy to use thanks to its large icons, but the screen itself does feel a bit too in-your-face. Meanwhile, the front seats are as comfortable and well bolstered as they’ve always been. At the back, knee and legroom isn’t exactly in abundance, but it is just enough for comfort. And while the rear seat isn’t wide enough to sit three abreast, passengers at the back do get a central armrest now.</p>

<p><img alt="New Ford EcoSport Facelift Touchscreen" src="/uploads/2017/10/2017-ford-ecosport-facelift-review-touchscreen-m.jpg" /></p>

<p>One of the primary concerns with the outgoing EcoSport was the limited equipment on offer. Ford has addressed this with the addition of a few first-in-class features, like paddle shifters on the petrol AT, cruise control, tyre pressure monitoring, a tilt and telescopic steering wheel, and seven colour ambient lighting. Other features include a reversing camera, rain sensing wipers and automatic headlamps. Ford will also offer ABS and two airbags as standard across all variants, with the top-spec trim being fitted with as many as six airbags.</p>

<p><img alt="Ford EcoSport Facelift Automatic Action" src="/uploads/2017/10/2017-ford-ecosport-facelift-review-automatic-action-m.jpg" /></p>

<p><b>Change of heart</b></p>

<p>Aside from the new design and additional features, the biggest change in the 2017 EcoSport is the debut of the new 1.5-litre three-cylinder petrol motor. Substituting the old 1.5, this new engine churns out 121bhp – which is adequate for a car of its size. Crank the engine, and you’ll find it to be surprisingly noiseless for a three-cylinder motor. Getting off the line, the engine has good punch in the low revs, but it flattens out in the mid-range. But, as the tacho continues to climb, it starts to feel in its element once again – if you ignore the noisy cabin that is. It isn’t the most free-revving motor out there, but the linearity with which it delivers power is what makes it surprisingly tractable. The petrol-powered EcoSport comes with either a 5-speed manual transmission or a 6-speed automatic.</p>

<p>Being a torque converter unit, the 6-speed automatic isn’t as quick or smooth as the DCT it replaces. That being said, the transmission is just right for your city commute. But it’s when pushing the Ecosport that you get a sense of just how lethargic the transmission really is. Drive the manual transmission version however, and you immediately find the gearbox to be far more in sync with the new motor.</p>

<p><img alt="2017 Ford EcoSport Facelift Grille" src="/uploads/2017/10/2017-ford-ecosport-facelift-review-grille-m.jpg" /></p>

<p>Ford says they they’ve tinkered with the suspension to ensure that the 2017 EcoSport doesn’t feel as harsh on rough roads as before. There is a plushness in the ride now, as a result of its capability to absorb bad road surfaces. Despite the change, the EcoSport attacks the twisties with a reasonable assuredness and is arguably the best handling car in its class. There isn’t too much body roll and the way the steering has been calibrated really adds to that feeling of confidence. It doesn’t feel overly light and artificial, but, at the same time, it isn’t too heavy at low speeds either.</p>

<p><b>Back in the game </b></p>

<p>At the time of its launch, the EcoSport was one of the most feature-rich cars in its price range – but, over the years, it gradually lost its edge. But this 2017 iteration brings it right back in the game with a lot of first-in-class features. The new face of the EcoSport does lift its overall appeal too. The highlight, of course, is the new 1.5-litre motor that not only packs enough poke but is also very refined for a three-cylinder unit. Ford is also offering the option of an automatic transmission – something that no other manufacturer has in the segment as yet.</p>

<p>With the 2017 EcoSport, Ford has put its best foot forward and backed it up by pricing it exactly the same as the outgoing model – which gives it a very strong case in a segment that it virtually pioneered. The competition has been put on notice, once again!</p>

<p>&nbsp;</p>


Ford EcoSport Facelift Review, First Drive

A bold chrome grille, larger alloy wheels, and an updated interior sets the facelifted Ford EcoSport apart from its predecessor. But, does it retain the fundamental driving dynamics? We find out.

Ford EcoSport

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