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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">
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		<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>

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<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.

Porsche 911 [2006-2019] price starts at ₹ 14022300. Check specifications, features, mileage, colours, variants, images, FAQs, news, reviews, and videos.

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Porsche

Porsche 911 [2006-2019]

A comfortable sports car

<p>The 911 range is really the best option for those who are new to the supercar experience. It is an easy car to drive around and lets you get used to the power in a progressive manner.&nbsp;</p>


RightHandDriving

3800 CC

<p>Porsche has revealed the convertible version of the new 992 generation of the 911</p>

<p>In under two months after the debut&nbsp;of the coupe, Porsche has revealed the convertible version of the all-new 911.</p>

<p>Ever since the first drop-top 911 surfaced in 1982, it has been a staple of the Porsche’s 911 range ever since. With the latest model, the 911 convertible has all the innovations of the coupe in addition to a new hydraulic system that&nbsp;opens and closes the roof faster.</p>

<p><img alt="Porsche 911 Carrera 4S Cabriolet 2019 Rear" src="/uploads/2019/01/Porsche-911-Carrera-4S-Cabriolet-2019-rear.jpg" /></p>

<p>Based on the new 992 model of the 911, the cabriolet builds on the exact same design, albeit with a removable soft-top roof and an integrated glass rear window. The new model can operate the opening and closing of the roof at speed of up to 50km/h.</p>

<p>The 911 Cabriolet will be initially available as a rear-wheel-drive Carrera S model and the 4S with all-wheel drive. Both are powered by a twin-turbo 3.0-litre flat-six engine mounted at the rear, as tradition goes. The engine is capable of developing 443bhp and 530Nm of torque. Mated to the PDK 8-speed twin-clutch auto transmission, the Carrera S Cabriolet sprints from 0 to 100km/h in 3.9 seconds and can climb all the way up to 306km/h. While the 4S is a tenth quicker to 100km/h and maxes out to 304km/h, the optional Sports Chrono Package can help shave off two more tenths and is available for both cars.</p>

<p><img alt="Porsche 911 Carrera 4S Cabriolet Interior 2019" src="/uploads/2019/01/Porsche-911-Carrera-4S-Cabriolet-interior-2019.jpg" /></p>

<p>For the first time, Porsche Active Suspension Management (PASM) sport&nbsp;chassis is available for the 911 Cabriolet. The 911 sits on large 20-inch wheels at the front and 21-inch wheels at the rear. The interior is borrowed from the brand new hardtop model featuring a 10.9-inch touch screen in the centre console with the Porsche Communication Management (PCM).</p>


Porsche 911 Cabriolet breaks cover

Porsche has revealed the convertible version of the new 992 generation of the 911. In under two months after the debut of the coupe, Porsche has revealed the convertible version of the all-new 911.

<p><b>This is the most focused 911 ever made by Porsche and it is priced at Rs 3.88 crore (ex-showroom) in India </b></p>

<p>Porsche took the wraps off the 911 GT2 RS in July last year. Powered by a 3.8-litre 6-pot bi-turbo motor the 911 GT2 RS is, without doubt, a really fast car. How fast? Soon after the global unveiling, the car challenged the lap record of the legendary Nurburgring circuit and bettered the time of cars like the 918 Spyder and in fact, even its own set target of 7:05.00. The 911 GT2 RS lapped the circuit in a record time of 6:47.30 making it the fastest rear-wheel drive car around the circuit. The 686bhp GT2 RS can do the 0-100km/h dash in 2.8 seconds and record a top-sped of 340km/h.</p>

<p>And it isn’t just the engine that makes the 911 GT2 RS as fast as it is. Porsche has fitted the car with a lot of weight saving materials – the bonnet, front wing, ORVM casings, and the air duct surrounds are all made of carbon fibre. The titanium exhaust that it comes fitted with is 7kg lighter than its predecessor. The 911 GT2 RS also gets a magnesium roof as a standard fitment. Thanks to all these weight-saving solutions, the car tips the scale at just 1,470kg. This gives the car an insane power-to-weight ratio of 466bhp/ton.</p>

<p>This flagship 911 has now been launched in India and carries a price tag of <b>Rs 3.88 crore (ex-showroom). </b>Porsche has allotted more than one unit of this car for India.</p>

<p>The 911 GT2 was first produced in 1995 and was based on the 911 Turbo. The Stuttgart based carmaker brought in the second generation in 2000 and the third in 2007. Introduced in 2010, the first-gen GT2 RS earned the nickname ‘widow maker’ for its mad acceleration and handling prowess. This, second-gen model is even more powerful! &nbsp;&nbsp; <b>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; </b></p>


Porsche 911 GT2 RS launched in India

This is the most focused 911 ever made by Porsche and it is priced at Rs 3.88 crore (ex-showroom) in India .Porsche took the wraps off the 911 GT2 RS in July last year. Powered by a 3.8-litre 6-pot bi-turbo motor the 911 GT2 RS is, without doubt, a really fast car.

<p>Numerous Porsche-themed activities around the world will be held to celebrate their 70<sup>th</sup> anniversary.</p>

<p>The year 2018 marks the 70<sup>th</sup> anniversary of Porsche as sports car manufacturer. The brand’s origin dates back to June 8, 1948, post-World War II era in Germany. The day marks the birth of the 356 ‘No.1 Roadster’ built by Ferry Porsche using Professor Ferdinand Porsche’s, his father, life’s work as its foundation.</p>

<p>But the car that really put Porsche on the map was the Porsche 911. It was designed by Ferry Porsche’s son Ferdinand Alexander. The very first 911 made its public debut in 1963 as the successor to the 356, and since then over a million 911s have been built as the car has evolved over the last 55 years.</p>

<p>In order to celebrate the 70<sup>th</sup> anniversary of the brand, Porsche will host numerous activities around the world. ‘The Porsche Effect’ will open at the Petersen Automotive Museum in Los Angeles in February. In Germany, the first ‘70 years of the Porsche sports car’ exhibition will open at ‘DRIVE, the Volkswagen Group Forum’ in Berlin in March. The Porsche Museum will also hold its own anniversary celebrations with a comprehensive special exhibition opening in June. Sports car fans will be invited for the ‘Sports Car Together Day’ at all of its sites around the world. During the June 16-17 weekend, Porsche will host employees, residents of the Zuffenhausen district and prospective customers for a public celebration at the Porsche Museum in Stuttgart. The Goodwood Festival of Speed in the UK, which is scheduled to be held in July, will also celebrate the brand’s anniversary. The ‘Rennsport Reunion’ in California will be held in September, while the year’s celebrations will conclude with a ‘Sound Night at the Porsche Arena’ in Stuttgart on October 13.</p>


Porsche celebrates 70th anniversary in 2018

Numerous Porsche themed activities around the world will be held to celebrate their 70th anniversary. The year 2018 marks the 70th anniversary of Porsche as sports car manufacturer. The brand’s origin dates back to June 8, 1948, post-World War II era in Germany.

<p>The spied prototype here is that of the Cabriolet model. There have been several sightings of the car in different variants, but this is the first time that the canvas top is seen in an open position.</p>

<p>Our partner, <a href="https://www.autox.com/quattroruote/"><em>Quattroruote</em></a>, has spotted a camouflaged test mule of the eighth-generation Porsche 911. Code-named 992 generation, the upcoming model of the 911 is likely to debut in 2019.&nbsp;</p>

<p>The pictures&nbsp;give&nbsp;us a glimpse of what the eighth-gen model of the iconic sports car will get bring along with it. While not much information can be inferred from the front, the rear-end styling of the new 911 will probably reserve big surprises. It was necessary to find a compromise between the technical requirements and the reference to the classic design, even if it had to deal with larger dimensions. Particularly noticeable are the LED profile that runs through the entire tail and the position of the exhausts.</p>

<p><img alt="2019 911 21" src="/uploads/2018/01/2019-911-21.jpg" /></p>

<p>The changes are actually even deeper – the active aerodynamic profile appears to have larger dimensions, while the engine grid seems reduced in size and appears to have moved towards the centre and upwards. However, the vertical windbreak behind the front seats is very similar to the current model. The 992 generation will also have the task of introducing several enhancements over the current 991, for instance, the interior will give greater emphasis to infotainment.</p>

<p>Things are not very clear on the powertrain front at the moment. <a href="https://www.autox.com/new-cars/porsche/">Porsche</a> has already started to turbocharge the Carrera variants of the current 911, and we can expect turbo to become even more prominent in the next model. Chances of the GT3 and GT3 RS variants to continue with their atmospheric motors are quite slim, due to the increasingly restrictive emission limits.</p>


2019 Porsche 911 Cabriolet spotted

We have spotted a heavily camouflaged test mule of the eighth-generation Porsche 911. Code-named 992 generation, the upcoming model of the 911 is likely to debut in 2019. The spied prototype here is that of the Cabriolet model.

<p><em><strong>When you’re offered an opportunity to spend a weekend in Germany driving one of your favourite sportscars in the world, what do you say? OH HELL YES!&nbsp;</strong></em></p>

<p>The Porsche 911, in all its forms over the past 50 years, is perhaps one of the most unique sports cars in the world. The sloping roof and the flared arches – the Coke bottle shape as some designers refer to it – is something that has constantly evolved in a typical German fashion over the decades.&nbsp;</p>

<p>And to give credit where credit’s due, the 911 – owing to Porsche’s brilliant engineering – has become, perhaps, the only rear-engine car that has been refined to a degree where it virtually defies the laws of physics. Of course, I could go on-and-on about what makes the 911 so special, but let’s focus, for once, on the most important thing here – me getting an opportunity to spend a weekend driving the latest generation of the 911 (the 992) on the amazing highways of Germany and also in the beautiful Black Forest region.&nbsp;</p>

<p>https://www.youtube.com/watch?v=iB3Ww2NBprU&amp;t=28s</p>

<p><strong>The stuff of dreams&nbsp;</strong><br />
Now that I’ve truly made you envious of me, it’s time for a confession. I’ve been a 911 fan for as long as I can remember. In the days when we didn’t have mobile phones or even the Internet, I’d read about the Porsche 911 in magazines. Those were the days when things were analogue – both magazines and cars – and if you wanted stability control, you had it readily available. It was called a long travel throttle, which you squeezed just enough to make sure your rear-engined 911 didn’t suddenly spin and spit you off the road. In fact, for this very reason, certain variants of the 911 – like the first GT2 – were originally referred to as the ‘Widow-maker.’&nbsp;</p>

<p><strong>Decoding the 992</strong><br />
The original formula of the standard 911, then, hasn’t changed much over the past 7 decades. It’s a (relatively) small sports car with 2+2 seating – to be honest, though, the rear seats are pretty much unusable and can best be used for storing luggage – and the engine is still hanging off the rear axle. The design remains very true to the original, but has undoubtedly evolved in many ways.&nbsp;</p>

<p><img alt="Porsche 911 Interior" src="/uploads/2019/06/2018-porsche-911-interior.jpg" style="width: 642px; height: 336px;" /></p>

<p>And even after seven decades, it still looks unique. It’s an achievement, really. It’s so unique that it’s impossible for anyone to confuse a 911 for another car. One of the aspects of the evolution of its design is that the 911 has grown in all dimensions – length, width and weight – to not only accommodate the wishes of an ever-evolving customer base, but also to meet more stringent safety standards over the years.&nbsp;</p>

<p>I find the design of the 992 911 quite fantastic. It’s been further refined, and I love the large, single-piece tail light – which is once again becoming a Porsche trademark, as it well should. Paired with the 3D ‘Porsche’ lettering and the quad exhausts, the rear end of the 911 looks purposefully detailed.&nbsp;</p>

<p>Similarly, the new front end, with the LED headlights and big air dams, gives it a commanding road presence. In fact, even in a country like Germany, where 911s are a dime a dozen, my Carrara White test car drew a lot of attention and many compliments, especially from an elderly gentleman who was driving his ‘whale-tail’ 930 911 Turbo.</p>

<p><strong>Chequered flag</strong><br />
The interior of the 911, like most Porsche products, exudes fantastic quality. The fit-and-finish of the various materials, and the way the toggle switches and other controls operate provide a very tactile and satisfying feedback. The centre of the cabin is dominated by a 10.9-inch touchscreen, which – like in the Macan and Cayenne – is simply stunning and a delight to operate.</p>

<p><img alt="2019 Porsche 911 Infotainment Screen" src="/uploads/2019/06/2018-porsche-911-infotainment-screen.jpg" style="width: 642px; height: 336px;" /></p>

<p>Thankfully, the 911 retains an analogue rev counter, which is finished exactly like the tachometer from older 911s – a great nostalgic touch that’s a nod to the rich history of the 911. I’m not really a fan of how the stubby gearshift lever looks though, but it does work very effectively.</p>

<p>The sports seats – finished in a stunning chequer-flag pattern – also deserves special praise, not only for the support they provide when driving enthusiastically but also for how comfortable they are during long drives. If there’s a bone to pick with the 911’s interior though, it has to be the rear seat space – which, as I said earlier, is rather limited for anyone except very young children.&nbsp;</p>

<p><strong>Black Forest cake (and eating it too)</strong><br />
After taking the delivery of the 911 from the Porsche factory at Zuffenhausen – it’s right next to the stunning Porsche Museum, which is a must-visit – the first thing I did was hit the autobahn. I mean, with an iconic machine that produces 444bhp from its twin-turbo 3.0-litre flat-six engine, it’s hard not to try and find the fastest stretch of road around.</p>

<p>Thankfully, there are still many unrestricted stretches of the autobahn around Stuttgart, and before I knew it, we – me and the 911 – were doing speeds well in excess of 200km/h. And it was entirely legal!&nbsp;</p>

<p><img alt="Porsche 911 Sunroof" src="/uploads/2019/06/2018-porsche-911-sunroof.jpg" style="width: 642px; height: 336px;" /></p>

<p>There are a couple of things that immediately strike you about the 992. First, even though the Carrera S is just above the entry-level Carrera trim, with 444bhp – which is nothing in today’s world of supercars, with 650 to 800bhp – it is quick! ‘0 – 100km/h in just 3.5 seconds’ quick. It launches off the line far faster than anything else because of added traction at the rear wheels, which have the engine is positioned right above them. Oh, and the car keeps accelerating till it reaches a top speed of 308km/h.&nbsp;</p>

<p>Secondly, despite the twin-turbos, there’s virtually no turbo lag – peak torque kicks in at 2,300rpm and stays flat till 5,000rpm – and the throttle response is fantastic. And, once again, with its big 305-section tyres at the rear and amazing engineering, it’s difficult to break traction in the 911, which means that putting the power down while coming out of tight corners is stunningly easy with minimal risk. What also helps here is the 1,515kg kerb weight, which is quite low by modern standards.&nbsp;</p>

<p>With its (optional) sports exhaust switched off, the 911 is deceptively quick and gains speed in a heartbeat. On German highways, it was a fantastic feeling to be able to drive at ridiculously high speeds legally and, more importantly, safely – you know that no driver will suddenly pull out in front of you in the fast lane while you’re driving close to the 300km/h mark.&nbsp;</p>

<p>If at all there’s an issue at high speeds, it’s the steering. Don’t get me wrong, it’s very communicative at all speeds, but, at truly high speeds, the front end does become a tad light – as there’s not much weight at the front of the car. It’s nothing alarming though! In fact, it makes you focus more on the driving experience – as even the slightest jiggle at the steering keeps you on full alert, something that, in my opinion, only adds to the driving appeal of a communicative car.&nbsp;</p>

<p><img alt="Porsche 911 Rear Three Quarter" src="/uploads/2019/06/2018-porsche-911-rear-three-quarter.jpg" style="width: 642px; height: 336px;" /></p>

<p><strong>The fine print</strong><br />
As you may have noticed, I had a whale of a time driving the 911 on some truly fine German roads. But, as always, there are a few things to consider when you’re thinking of buying a 911 in the Indian market. First, with its 20 and 21-inch wheel setup, the 911’s ride is firm, even on German roads, which, on Indian roads, is always going to be a challenge.&nbsp;</p>

<p>Two, the 911 is not exactly cheap at `1.82 Crore (ex-showroom), but I think that given the levels of quality and engineering it offers, not to mention the history of both Porsche and the 911, it’s actually priced quite well.&nbsp;</p>

<p>After all, if you’re in the market for a reliable and fast sports car that you can drive everyday – and you can drive this everyday – the 911 has literally no equal. The reason the 911 is so popular is the fact that the car is endlessly customisable, right from the colour to the interior to the wheels, along with a million other options. All of this makes it a very attractive project for many enthusiasts, who want something really custom-made for their collection. And, at the end of the day, the 911 offers the possibility of using it every day without any issues of reliability or durability, even in our tough driving conditions.&nbsp;</p>

<p>What’s truly astounding about the latest 992 generation is just how advanced it is over the outgoing 991 911 – which felt like the best and most usable sports car in the world thus far. And that’s what’s amazing about the Porsche engineers – they find a way of upping the game with each new generation. Just when you think that the 911 can’t possibly get any better, it does.&nbsp;</p>

<p>For me, driving one of my favourite sports cars in the world on some of the finest roads was like living a dream. Driving in the Black Forest region, with the sunroof open, under the shining Sun – try doing that in India – was an experience of a lifetime. Meanwhile, I’ll keep filling larger piggybanks in the hope that someday I’ll own my own 911. Till then, I’ll keep asking Porsche to let me drive their cars as often as they can… &nbsp;&nbsp;</p>

<hr />
<p><img alt="Porsche 911 Gear Lever" src="/uploads/2019/06/2018-porsche-911-gear-lever.jpg" style="width: 642px; height: 336px;" /></p>

<p><em>The cabin of the 911 &nbsp;exudes fantastic quality. The fit-and-finish of the various materials, the toggle switches and other controls provide a very tactile and satisfying feedback. The centre of the cabin is dominated by a 10.9-inch touchscreen.</em></p>

<hr />
<p><img alt="Porsche 911 Alloy Wheel" src="/uploads/2019/06/2018-porsche-911-alloy-wheel.jpg" style="width: 642px; height: 336px;" /></p>

<p><em>With its 20 and 21-inch wheel setup, the 911’s ride is firm, even on German roads – which, in Indian conditions, is always going to be a challenge.</em></p>

<p>[tabs]</p>

<p>[tab title="<b>Porsche 911 Carrera S </b>"]</p>

<p><strong>Engine:</strong>&nbsp;2,981cc / Flat-Six / Twin-Turbocharged</p>

<p><strong>Fuel:</strong>&nbsp;Petrol</p>

<p><strong>Transmission:&nbsp;</strong>8-Speed Dual-Clutch Automatic / Rear-Wheel Drive</p>

<p><strong>Power:&nbsp;</strong>444bhp @ 6,500rpm</p>

<p><strong>Torque:</strong>&nbsp;530Nm @ 2,300-5,000rpm</p>

<p><strong>Price: </strong>₹ 1.82 Crore (Ex-showroom)</p>

<p><strong>X-Factor:&nbsp;</strong>Even in the Carrera S trim, with just 444bhp, the Porsche 911’s performance and everyday usability make it one of the most desirable and practical sports cars in the world.</p>

<table cellpadding="1" cellspacing="1">
	<tbody>
		<tr>
			<td>
			<p><strong>Pros &nbsp;</strong>&nbsp; &nbsp;&nbsp;&nbsp; &nbsp;&nbsp;&nbsp;<br />
			• One of the most recognisable sports cars in the world<br />
			•&nbsp;Fantastic build quality<br />
			•&nbsp;Terrific engine response</p>
			</td>
			<td valign="top">
			<p><strong>Cons</strong><br />
			• Ride can be quite firm</p>
			</td>
			<td>&nbsp;</td>
		</tr>
	</tbody>
</table>

<p>[/tab]</p>

<p>[/tabs]</p>

<p>Also read -&nbsp;<a href="https://www.autox.com/news/car-news/2019-porsche-911-launched-in-india-at-182-crore-105843/">2019 Porsche 911 launched in India at ₹ 1.82 crore</a></p>

<p><a href="https://www.autox.com/track-test/2016-porsche-911-carrera-s-track-test/">2016 Porsche 911 Carrera S Review: Track Test</a></p>


Porsche 911 Review: First Drive

The Porsche 911 is, perhaps, the most capable sports car in the world since its very arrival. With the latest 992 generation, the Porsche, yet again, proves its worth. We drive it on the beautiful roads of Germany to find out.

<p><em>It doesn’t get much better than witnessing the mechanical symphony that this roof performs as it tucks away into the cabin. Fortunately, the rest of the car isn’t too shabby either…</em></p>

<p>Before I attempt to this machine, I have a confession. I was asked recently what the most important car of all time is – and my answer was immediate, if not especially profound. It consisted of just two numbers: a 9 and an 11!</p>

<p>So, perhaps I’m not best placed to write this. A bit biased? I’m afraid so…</p>

<p>But I answered 911 for good reason. You see, Porsche have managed to take something that should be so wrong, and turn it into something so right! The engine is, after all, just hung out the back. It’s a bit like putting the horse after the cart. And, yet, it works – very, very well indeed.</p>

<p>And no matter what people will have you believe, it’s worked from day one. To say that Dr. Porsche was a genius would be the understatement of the century. This is the man who went from making a 16-cylinder Grand Prix engine – also positioned behind the driver – to designing the People’s Car. That, of course, formed the basis for the 911 – which was designed by his grandson, Ferdinand Alexander (better known as Butzi Porsche).</p>

<p><img alt="Porsche 911 Targa 4S Speedometer" class="alignleft size-full wp-image-44402" src="/uploads/2015/03/driven-porsche-911-targa-4s-mar-2015-pic3.jpg" style="width: 642px; height: 336px;" /></p>

<p>There’s a purity and timelessness to the design of the 911 that continues to this day – that’s what allows it to look brand new even today. This is a car that has been carefully and methodically honed over the past 50 years – how can other sports cars compete with that?</p>

<p>Personally, I’ve always been fond of the design of the Targa (take a look at the last page of this test for a short history of this special model) – perhaps it’s because the Targa Florio is my favourite race of all time. At any rate, I’m very glad that Porsche has reverted to the original design – as opposed to palming off a humungous sunroof as a Targa, as it’s done for the past decade and some.</p>

<p>Our test car was especially striking in black, while the brushed aluminium-look roll-hoop provides the perfect contrast – not to mention the clear lens taillights. Now, normally, I’m not a fan of clear lenses – but, on this car, in this trim, it just works. The Targa looks fantastic. Ordinarily, I would say that looks are subjective – but if you’re not moved by how this car looks, you need to get your eyes checked. The wraparound rear glass, the wider than normal rear haunches, the slit-like tail lights, the simulated roll hoop – it’s all oh so very alluring. Kim Kardashian has nothing on the rear end of this Porsche!</p>

<p>The interior is built like a vault. The yellow gauges and seatbelts of our test car did clash with my staid personality though. But, what of how it drives? Our test car has Porsche’s Powerkit that adds about 30 extra ponies under the stout rear bonnet. And, well, I suppose they’re needed too since the Targa is heavier than the 911 Turbo. The only thing that I can say about the driving experience, though, is best summed up in one word – sublime!</p>

<p><img alt="New Porsche 911 Targa 4S Interior" class="alignleft size-full wp-image-44399" src="/uploads/2015/03/driven-porsche-911-targa-4s-mar-2015-pic6.jpg" style="width: 642px; height: 336px;" /></p>

<p>The naturally aspirated flat-six that produces well above 100 horsepower per litre (especially with the Powerkit), and revs to 7,800rpm. And what a marvellous, awe-inspiring tune it sings. The trouble with the 911 – especially the Carrera 4 – is that it’s so capable, it’s so refined, and it’s so stable that you just don’t feel those extra horses being pumped out by the Powerkit because the chassis can handle so much more. At around the 6,000rpm mark, perhaps I did feel a bit of an extra kick that my bottom wants to accredit to the Powerkit. The question is then – is it really worth the extra 22 lakhs that you would shell out for it? Well, the Porsche options list is notoriously pricey – but if you have the money for a 911, then there’s always a little loose change left over for extra horsepower, isn’t there?</p>

<p>For it’s part, the Targa behaves exactly like any other 911 – which is to say sensationally well. If you charge into a corner, the front-end gets a little light, but then it hunkers down on the power and shoots towards the horizon like a bat out of hell. The seven-speed dual-clutch gearbox is a triumph of science and engineering – but I would still prefer a manual. Although, I am a bit peeved because apparently you can’t turn off the auto-blip function on the manual transmissions of new 911’s. Well, if I needed a computer to blip the throttle for me, I wouldn’t buy a manual in the first place thank you very much…</p>

<p>The electronic steering on this car, which has gotten a bit of flack, is actually equally sublime. There’s a delicacy and fluidity in this machine that’s just missing in all other cars. It’s so comfortable, and so approachable that you would have to be a ham-fisted idiot to get it wrong in this car. It’s so versatile that you can actually go vegetable shopping in it – on the way to the track that is.</p>

<p>It’s a beautiful machine, and the Targa offers the best of both worlds – it drives like a proper 911, while posing with the best of them.</p>

<p><img alt="2015 Porsche 911 Targa 4S Side Profile" class="alignleft size-full wp-image-44395" src="/uploads/2015/03/driven-porsche-911-targa-4s-mar-2015-pic10.jpg" style="width: 642px; height: 336px;" /></p>

<p>[tabs]</p>

<p>[tab title="Porsche 911 Targa 4S"]</p>

<p><strong>Engine:</strong> 3,800cc / Flat-Six / 24 valves / DOHC / VarioCam Plus / Direct Injection</p>

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

<p><strong>Transmission:</strong> 7-Speed Dual-Clutch / All-Wheel Drive</p>

<p><strong>Power:</strong> 396bhp @ 7,400rpm (425bhp with Powerkit)</p>

<p><strong>Torque:</strong> 440Nm @ 5,600rpm</p>

<p><strong>Acceleration:</strong> 0-100km/h – 4.4 seconds</p>

<p><strong>Price:</strong> Rs. 1.78 crores (Ex-showroom, Delhi)&nbsp;Rs. 2.5 crores (As tested)</p>

<p>[/tab]</p>

<p>[/tabs]</p>

<p><strong>FLASHBACK</strong></p>

<p><img alt="Porsche 911 Targa 4S Rear Dynamic" class="alignleft size-full wp-image-44391" src="/uploads/2015/03/driven-porsche-911-targa-4s-mar-2015-pic14.jpg" style="width: 642px; height: 336px;" /></p>

<p>&nbsp;</p>

<p>This Porsche model is named after a famous Italian road race – the Targa Florio.</p>

<p>Since 1906, the Sicilian hills around Palermo have echoed to the sound of the best sports cars of all time. The Targa Florio has a history that predates the likes of Le Mans and the Mille Miglia. And, frankly, there’s something wildly poetic about seeing these competition machines duke it out on the narrow lanes of historic Sicilian towns and villages.</p>

<p>Porsche, of course, fared very well at the Targa Florio – because their cars were always especially adept at catapulting around tight corners. The race was discontinued in 1977 due to safety concerns, and Porsche became the most successful manufacturer at the Targa – beating out Italian greats like Ferrari and Alfa Romeo.</p>

<p>In the late 60’s, the US government – also due to safety concerns – was considering outlawing open-top sports cars. And so Porsche’s answer was the 911 Targa. It had a roll hoop for added protection, while the soft top could be removed and the plastic rear window could be folded away. In 1968, this turned into a fixed rear glass – and this design stuck for a couple of decades and successive model generations.</p>

<p><img alt="2015 Porsche 911 Targa 4S Rear Dynamic" class="alignleft size-full wp-image-44389" src="/uploads/2015/03/driven-porsche-911-targa-4s-mar-2015-pic16.jpg" style="width: 642px; height: 336px;" /></p>

<p>In the early 90’s, the roll hoop was gone, and the Targa featured a massive glass roof that slid underneath the rear windshield. This unique solution stuck till as recently as the previous generation of the 911 – the 997. But, with the 991, Porsche has gone back to the original – well, visually anyway! In this case, there’s no manual labour involved. Everything happens at the press of a button.</p>

<p>The rear glass lifts up and out like this 911 is Bumblebee’s second cousin, while the roof tucks away into the opening below. It’s actually a pretty spectacular sight – very reminiscent of the first time you saw the hard-top of an SLK fold away and disappear into the trunk.</p>

<p>As party tricks go, it doesn’t get much better than this…</p>


Porsche 911 Targa 4S Review

An extremely capable sports convertible - that's what describes the Porsche 911 Targa S in the flesh. On top of the 911 Targa S, here's a history lesson you might be interested in. Read on.

Porsche 911 [2006-2019]

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