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<p>There are a few things the world didn’t know it needed – until they arrived. Artificial Intelligence is one. Just a few years ago, many dismissed it; today, the same sceptics rely on it for even the tiniest daily tasks. A high-performance single-cylinder supermoto from Ducati, in India’s multi-cylinder-obsessed market, is another.</p>

<p>We already had the mad Hypermotard 950, but Ducati decided we needed another reminder of what it’s capable of. Enter the Hypermotard 698 Mono. This motorcycle isn’t about sensible choices like the Kawasaki Z650, the refined inline-four charm of the Honda CBR650R, or even the brilliantly balanced Triumph Trident 660 (which, full disclosure, I own – so yes, there might be some bias). No, the Hypermono is the wild card – the bike that scoffs at practicality, lives with one wheel always in the air and thrives on sheer madness. It’s built to thrill, to scare, and to leave you with a grin stretching wide beneath your helmet.</p><iframe width="400px" height="345px" src="https://www.youtube.com/embed/9KhLyntizHk" frameborder="0" allowfullscreen=""></iframe>



<div style="width: 100%; height: auto;" class="post-image">But here’s the kicker — at ₹16.5 lakh (ex-showroom), can this distilled dose of lunacy justify its steep price tag, especially when the larger Hypermotard 950 costs less?</div>



<h2>Ducati Hypermotard 698 Mono Review: What Makes It Different?</h2>

<p>Forget the conventional superbike design; the Hypermono is pure, unfiltered supermotard – tall, lean, and unapologetically aggressive. It may be an acquired taste for Indian buyers used to lower, fully-faired machines, but its Ducati DNA is unmistakable, even within its stripped-down, utilitarian aesthetic. It has presence, no doubt – it turns heads wherever it goes – even if most people don’t immediately recognise it as a Ducati. That striking Rosso Ducati Red adds to the appeal; however, it’s the only colour option available in India.</p>
<p><img src="https://images.autox.com/uploads/2025/06/Ducati-Hypermotard-698-Mono-Stand-View-1749461283506.webp" alt="Ducati Hypermotard 698 Mono-Stand-View.jpg" style="width: 100%; height: auto;"></p>





<p>Look closer, and you’ll see top-shelf components – chunky 45mm fully adjustable Marzocchi forks up front and a fully adjustable Sachs monoshock at the rear, all of which scream performance and quality.</p>

<p>But a word of warning: it’s tall. With a seat height of 904mm and 235mm of ground clearance, shorter riders (myself included, at 5’6”) will find themselves on tiptoes. The real surprise, though, is its weight. At just 159kg (ready to ride), it’s significantly lighter than my Trident, or anything else in its class, making it feel incredibly nimble and effortless to throw around once you’re moving.</p>

<p>When it comes to features, it’s a bit of a mixed bag. You get full LED lighting, but the 3.8-inch LCD display, though clear and functional, feels dated at this price point, especially when most rivals offer full-colour TFTs. Ride mode changes can be fiddly, but, thankfully, the system remembers your preferences (Sport mode, TC off, ABS off, in my case).</p>
<p><img src="https://images.autox.com/uploads/2025/06/Ducati-Hypermotard-698-Mono-Headlight-1749461400474.webp" alt="Ducati Hypermotard 698 Mono-Headlight.jpg" style="width: 100%; height: auto; vertical-align: top;"></p>
<p>As for practicality, the 12-litre fuel tank is respectable. You’ll get around 150 – 200km if you’re being gentle, but that number drops fast if you ride it the way Ducati intended. One gripe, though: some exposed wiring and open frame sections feel at odds with the bike’s otherwise premium build. It’s not a deal-breaker, but at this price, you expect perfection, and here, it falls just a little short.</p>







<h2>Ducati Hypermotard 698 Mono Review: The Superquadro Mono Experience</h2>

<p>Now we come to the star of the show, that glorious new 659cc Superquadro Mono engine. Essentially one-half of a 1299 Panigale (1,285cc) V-twin, this motor is nothing short of a masterpiece. With 77.5bhp at 9,750 rpm and 63Nm of torque, it’s officially the most powerful production single out there, and it feels every bit as wild as it sounds.</p>
<p><img src="https://images.autox.com/uploads/2025/06/Ducati-Hypermotard-698-Mono-Rear-Suspension-1749461499788.webp" alt="Ducati Hypermotard 698 Mono-Rear-Suspension.jpg" style="width: 100%; height: auto; vertical-align: top;"></p>
<p>But here’s the kicker — it’s not just a fire-breathing one-trick pony. The engine is surprisingly tractable. Thanks to Ducati’s signature Desmodromic valvetrain, it revs in a way no other single-cylinder engine ever has. There’s a strong, linear surge as you roll on the throttle, but once you cross that 4,500 to 5,000 rpm threshold, the shove intensifies, and the exhaust note evolves from a throaty howl into an aggressive, almost primal bark. It’s addictive. It’ll catch you off-guard if you’re not ready, and you’ll find yourself chasing that sensation again and again.</p>







<p>Overall, the power delivery is savage. First gear? Instant wheelie. Second? Still wants to lift. And yet, it’s surprisingly usable, pulling hard across the rev range, thanks in part to short gearing. It’ll scream up to 160 – 170km/h in the higher gears without breaking a sweat, but make no mistake: this bike isn’t built for highway droning. It’s happiest carving through tight corners, chasing apexes, or darting through city gaps.</p>
<p><img src="https://images.autox.com/uploads/2025/06/Ducati-Hypermotard-698-Mono-Motion-1749461375197.webp" alt="Ducati Hypermotard 698 Mono-Motion.jpg" style="width: 100%; height: auto; vertical-align: top;"></p>
<p>The electronics suite is solid – cornering ABS, traction control, and wheelie control. But despite all that, the Hypermono feels raw and untamed. In traffic, it’s a handful. Heat, vibrations, and its restless eagerness make it clear — this is not a bike that likes to be ridden slow.</p>








<p>But give it just the smallest gap, and it transforms into an urban missile – launching hard off the line and easily leaving its multi-cylinder competition in the dust. It demands respect, though. Ride it wisely, and it rewards you by sharpening your skills, keeping you alert, and delivering a constant hit of adrenaline.</p>



<p>If there’s one area where its rivals hold an edge, it’s in terms of the symphony of sound –the Mono falls a bit short in this area. But for everything else, the Hypermotard 698 Mono isn’t just up for the task, it turns every ride into an event. And in a market like India, isn’t that exactly what a superbike should do?</p>

<h2>Ducati Hypermotard 698 Mono Review: But Can It Dance as Well as It Screams?</h2>

<p>The chassis is more than up to the task. The long-travel Marzocchi and Sachs suspension – 215mm up front and 240mm at the rear – delivers a surprisingly plush ride, especially for Indian city roads. In fact, it’s more forgiving than many stiffly-sprung 600cc sportbikes. Yet, despite the travel and comfort, the Hypermono remains incredibly nimble and razor-sharp in its responses.</p>
<p><img src="https://images.autox.com/uploads/2025/06/Ducati-Hypermotard-698-Mono-Seating-1749461414289.webp" alt="Ducati Hypermotard 698 Mono-Seating.jpg" style="width: 100%; height: auto;"></p>
<p>The grip is handled brilliantly by the Pirelli Diablo Rosso IV tyres, which stick like glue and inspire confidence even when you’re pushing hard. As I mentioned earlier, the biggest advantage the Hypermono holds over its rivals is its weight. It feels featherlight and eager, almost daring you to take liberties with it. The kind of bike that makes every rider feel like they can overcome any challenge with precision.</p>
<p><img src="https://images.autox.com/uploads/2025/06/Ducati-Hypermotard-698-Mono-alloy-wheel-1749461305296.webp" alt="Ducati Hypermotard 698 Mono-alloy-wheel.jpg" style="width: 100%; height: auto;"></p>
<p>Adding to that confidence are the Brembo brakes, which deliver phenomenal stopping power and feel. No, this isn’t a machine honed for traditional track domination like some of its multi-cylinder rivals. But it thrills in its own way – corners become invitations to slide the rear, exits become opportunities to loft the front wheel. If there’s one chink in its otherwise impressive armour, it’s a hint of instability at high speeds. But honestly, that’s a small price to pay for the kind of flickability and playful character this chassis brings to the table.</p>






<h2>Ducati Hypermotard 698 Mono Review: Is It Worth the Moolah?</h2>

<p>The Hypermotard 698 Mono is an acquired taste, but once it hooks you, it’s pure addiction. No other road-legal machine offers this particular blend of raw, wheelie-popping, slide-happy fun. It’s gloriously impractical, unapologetically wild, but if your riding soul craves something feral, something that channels your most unhinged instincts, the Hypermono is simply intoxicating.</p>
<p><img src="https://images.autox.com/uploads/2025/06/Ducati-Hypermotard-698-Mono-Rear-View-1749461297057.webp" alt="Ducati Hypermotard 698 Mono-Rear-View.jpg" style="width: 100%; height: auto; vertical-align: top;"></p>
<p>At ₹16.5 lakh (ex-showroom), its price is the unavoidable elephant in the room. Personally, if it sat a few lakh lower – closer to bikes like the Trident – it would be nearly impossible to resist. It’s not for everyone. But for those who get it – it’s the finest kind of madness money can buy.</p>







<p>[tabs]</p>

<p>[tab title="<strong>Ducati Hypermotard 698 Mono</strong>"]</p>

<p><strong>Engine:</strong> 659cc Single-Cylinder</p>

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

<p><strong>Power:</strong> 77.5bhp </p>

<p><strong>Torque:</strong> 63Nm</p>

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

<p><strong>Price:</strong> ₹16.50 Lakh (Ex-showroom)</p>

<p><strong>X-Factor:&nbsp;</strong><em>The Superquadro Mono delivers an experience which is raw, agile, wheelie-popping hooliganism at its finest.</em></p>

<table cellpadding="1" cellspacing="1">
    <tbody>
        <tr>
            <td>
                <p><strong>Pros &nbsp;</strong>&nbsp; &nbsp;&nbsp;&nbsp; &nbsp;&nbsp;&nbsp;<br>
                    •&nbsp; Raw power, weight, comfort</p>

            </td>
            <td>
                <p><strong>Cons</strong><br>
                    • Price, fit &amp; finish</p>
            </td>
        </tr>
    </tbody>
</table>

<p>[/tab]</p>

<p>[/tabs]</p>

Ducati Hypermotard 698 Mono Review: ADHD Inducing

Attention-Demanding Hyperactivity Disorder – that’s what you’ll develop if you live with the Ducati Hypermotard 698 Mono long enough. Here’s why it’s so dangerously addictive.

<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>When Suzuki invited us to test ride their first electric scooter, the e-Access, I certainly didn’t expect to find myself on a go-kart track. You see, the e-Access is a commuter scooter with a top speed limited to 71km/h, so I was expecting to test it on city streets. But there I was on the go-kart track, zipping around tight corners and short straights, with about 40 minutes to find out just how well Suzuki had engineered their newest two-wheeler.</p>
<p><iframe width="560" height="315" src="https://www.youtube.com/embed/6jZq9uHvHus?si=FNVRyACGT83ge99j" 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>

<h2>Suzuki e-Access: Design and Equipment</h2>

<p>The design of the e-Access is slightly different from its internal combustion counterpart. While the petrol-powered scooter has a more retro-modern look, the EV leans more towards modern aesthetics. The e-Access features sharper lines on the body panels and sleeker lighting compared to the Access. My favourite design detail is the turbine-like 12-inch alloys – they look rather smart.</p><p><img src="https://images.autox.com/uploads/2025/06/Suzuki-e-Access-Stand-View-1749460147358.webp" alt="Suzuki e-Access-Stand-View.jpg" style="width: 100%; height: auto; vertical-align: top;"></p><p>Due to the way the battery has been positioned, the boot space in the e-Access is somewhat compromised. You get 17 litres of storage – not a lot, but enough to carry a few groceries. There’s a pocket on the left side of the apron – just big enough to hold a smartphone – with a USB socket conveniently placed next to it.</p>





<p><strong>Also Read:&nbsp;</strong><a href="https://www.autox.com/reviews/bike-reviews/2025-ather-450x-review-119475/" target="_blank">2025 Ather 450X Review: The e-scooter for Rallying?</a></p>

<p>The 4.2-inch TFT colour display has a fairly basic design, reminiscent of other Suzuki vehicles. That’s not to say it’s a poor unit. Sure, rival scooters in the segment offer fancier displays, but the e-Access opts for a simple yet effective layout. It shows all the key information in a clear and legible manner. You can even connect your phone to it for call and message alerts, as well as navigation support. Personally, I’ll always take a basic but properly functioning module over something that looks fancy but runs slower than a snail on an incline.</p>

<h2>Suzuki e-Access: Riding Dynamics</h2>

<p>Our run with the e-Access was limited to a go-kart track, which meant testing aspects like suspension tuning on rough roads and real-world range wasn’t possible. However, I was able to evaluate plenty of other features, including power delivery and acceleration. The scooter is powered by a 5.5bhp motor producing 15Nm of torque. This setup enables a top speed of 71 km/h – it’s not blazing fast, but it’s sufficient for city commutes.</p><p><img src="https://images.autox.com/uploads/2025/06/Suzuki-e-Access-Self-Button-1749460175147.webp" alt="Suzuki e-Access-Self-Button.jpg" style="width: 100%; height: auto; vertical-align: top;"></p><p>There are three ride modes on offer – Eco, Ride A, and Ride B. Eco mode restricts the top speed to 55 km/h and offers more sedate acceleration. I used this mode briefly and found it suitable for shorter trips. Ride A and Ride B both provide full power but differ in their regenerative braking settings. Ride A features stronger regen braking, while Ride B’s is less intrusive. I think, Ride A will be the most commonly used mode for everyday riding since it doesn’t limit power and the stronger regen braking can help maximise range.</p><p><img src="https://images.autox.com/uploads/2025/06/Suzuki-e-Access-riding-1750838777571.webp" alt="Suzuki e Access riding.jpg" style="width: 100%; height: auto;"></p><p>Having been in the two-wheeler business for decades, Suzuki has nailed some basic yet crucial elements. The accelerator calibration is excellent, and the chassis dynamics feel well-balanced. Acceleration is linear and predictable, with smooth modulation that prevents a jerky ride. The 12-inch tyres offer plenty of grip, whether you’re powering down a straight or leaning into a corner. The front disc brake delivers strong, progressive bite as well.
    
</p><p><strong>Also Read:</strong>&nbsp;<a href="https://www.autox.com/news/bike-news/2025-honda-scoopy-patented-in-india-launch-soon-121068/" target="_blank">2025 Honda Scoopy Patented in India; Launch Soon?</a></p><p>One area where Suzuki seems to have underdelivered, at least on paper, is the certified range of 95km. This is partly due to the 3kWh LFP battery. While LFP batteries have lower energy density compared to NMC cells, they offer superior safety and reliability. It appears Suzuki has prioritised providing a limited but reliable and worry-free experience over pushing for maximum range.</p>






  



<p><img src="https://images.autox.com/uploads/2025/06/Suzuki-e-Access-Charging-Point-1749460199551.webp" alt="Suzuki e-Access-Charging Point.jpg" style="width: 100%; height: auto;"></p><div style="width: 100%; height: auto;" class="post-image">Charging from 0 to 100% with the supplied charger takes 6 hours and 20 minutes, but the scooter also supports DC fast charging, which can achieve a full charge in just 2 hours and 12 minutes.</div>







<h2>Suzuki e-Access: Recipe for Success?</h2>

<p>I must say I was very impressed by how the e-Access rides. The throttle calibration and tyre grip are definite highlights. It is also a well-built scooter with a design that grows on you. What will ultimately determine its fate is the price. Considering the specifications and the competitive landscape of the e-scooter market, Suzuki will need to price their challenger between ₹1 and 1.10 lakh (ex-showroom) if they want to compete with established players in this space. So, now the ball is firmly in Suzuki’s court. </p>




<p>[tabs]</p>

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

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

<p><strong>Battery:</strong> 3kWh</p>

<p><strong>Power:</strong> 5.5bhp </p>

<p><strong>Torque:</strong> 15Nm</p>

<p><strong>Range:</strong> 95km (AIS)</p>

<p><strong>Fuel:</strong> Electric</p>

<p><strong>X-Factor:&nbsp;</strong><em>A well-engineered e-scooter with the reliability of a legacy automaker.</em></p>

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

            </td>
            <td>
                <p><strong>Cons</strong><br>
                    • Range, underseat storage</p>
            </td>
        </tr>
    </tbody>
</table>

<p>[/tab]</p>

<p>[/tabs]</p>

Suzuki e-Access First Ride Review: A Solid Offering

Suzuki brings its first e-scooter to the Indian market, but can it live up to the expectations? Or has it arrived a little too late to make an impact?

<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.

Volkswagen Taigun [2021-2023] price starts at ₹ 1139900. Check specifications, features, mileage, colours, variants, images, FAQs, news, reviews, and videos.

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Volkswagen

Volkswagen Taigun [2021-2023]

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<p><em><strong>Volkswagen currently sells the Taigun, Virtus and Tiguan in India.</strong></em></p>

<p>If you have been thinking about bringing home a Volkswagen, then, you should get moving, as <a href="https://www.autox.com/new-cars/volkswagen/">Volkswagen India</a> will be hiking the prices of its models from 1st October 2022 onwards. The company revealed in a statement that the increase in costs is attributed to the rise in input costs of vehicles.</p>

<p>The <a href="https://www.autox.com/new-cars/volkswagen/taigun/">Taigun</a> is now a year-old model, and this won’t be its first price hike. The Virtus, on the other hand, is a relatively new model, having been launched a couple of months ago, and this will in fact be the first time it undergoes a price hike. The <a href="https://www.autox.com/new-cars/volkswagen/tiguan/">Tiguan</a> is the third and last model in the carmaker’s line-up, and is not only built on a different platform, but also utilises different powertrains.</p>

<p>For your reference, the Volkswagen Taigun is priced between Rs 11.40 lakh and Rs 18.60 lakh, whereas the Virtus is priced between Rs 11.22 lakh and Rs 17.92 lakh. The Tiguan is available in only one variant and it is priced at Rs 32.79 lakh. All prices are ex-showroom.</p>

<p>The Taigun and <a href="https://www.autox.com/new-cars/volkswagen/virtus/">Virtus</a> are not only similarly priced but they are built on the same MQB A0-IN platform as well. Apart from that, they also share the same engine and transmission options. There is a slight difference in their feature list though.</p>

<p><strong>Also Read:</strong></p>

<p><a href="https://www.autox.com/news/car-news/volvos-petrol-mild-hybrid-range-launched-from-rs-4590-lakh-111575/">Volvo's petrol mild-hybrid range launched from Rs 45.90 lakh</a></p>

<p><a href="https://www.autox.com/news/car-news/tata-tiago-ev-launch-on-sep-28-what-to-expect-111574/">Tata Tiago EV launch on Sep 28: What to expect</a></p>


Volkswagen to hike prices from 1st October

German carmaker Volkswagen will hike the prices of its vehicles by up to 2 percent from 1st October, 2022 onwards. The hike in prices is being attributed to a rise in input costs. The hike comes just ahead of the festive season in India, which generally sees a rise in the sales of cars in India.

<p><b><i>The Taigun now comes with the Engine Idle Start/Stop and </i></b><b><i>Tire Pressure Deflation Warning systems as standard across all variants.</i></b></p>

<p>Volkswagen has increased the prices of both the&nbsp;<a href="https://www.autox.com/new-cars/volkswagen/taigun/">Taigun</a>&nbsp;SUV and <a href="https://www.autox.com/new-cars/volkswagen/tiguan/">Tiguan</a>&nbsp;SUV. While we don’t have exact figures for the increased prices, Volkswagen says that the price hike ranges between 2.5 to 4 per cent of the ex-showroom cost of these SUVs, across their different variants.</p>

<p><img alt="VW Tiguan Front Three Quarter" height="720" src="/uploads/2022/01/VW-Tiguan-Front-Three-Quarter.jpg" width="1280" /></p>

<p>The hike in prices comes with a bit of an upside, as <a href="https://www.autox.com/new-cars/volkswagen/" target="_blank">Volkswagen</a> has made the Engine Idle Start/Stop and Tyre Pressure Deflation Warning system standard across all variants of the Taigun. The automatic start/stop system has, in fact, increased the efficiency of Dynamic Line variants (Comfortline, Highline, and Topline). The efficiency of the 1.0 TSI now stands at 19.20km/l and 17.23km/l for&nbsp;the manual and the automatic transmission, respectively. Both of them are ARAI certified figures.</p>

<p>Volkswagen has also mixed up the interior décor&nbsp;bits as well. The Wild Cherry décor bits inside the cabin will now only be available with the same exterior colour. Other exterior colours will get the Armur Grey glossy décor inserts.</p>

<p>The price hike on the SUVs is applicable from 2<sup>nd</sup> May 2022, which means that all new bookings for the Taigun will be made at the new prices.</p>


Volkswagen Taigun sees a price hike; gets more standard features

The Volkswagen Taigun has undergone a price hike, but that’s not all. Volkswagen has also made a bunch of important features standard on the Taigun which have increased the overall fuel efficiency of its smaller 1.0 TSI engine, among other things.

<p><strong>The MQB-A0-IN-based Volkswagen Taigun will be launched in India on September 23, i.e tomorrow. If the German carmaker manages to price it right, the new Taigun could be the new popular choice of the mid-size SUV buyers.</strong></p>

<p>Volkswagen India is all set to launch the Taigun tomorrow. Before the Taigun makes a debut we would like to remind you that we have driven both the 1.0-litre and the 1.5-litre petrol engine variants, and you can read the review by clicking on the link at the end of the story.</p>

<p><a href="https://www.autox.com/news/car-news/volkswagen-taigun-pre-bookings-open-109864/">Pre-bookings for the Volkswagen Taigun commenced last month</a>, <a href="https://www.autox.com/news/car-news/volkswagen-taigun-production-commenced-109922/">and the SUV's production&nbsp;began just days later</a>.</p>

<p>Following are few things that are expected from the upcoming Volkswagen Taigun:</p>

<p><img alt="Skoda Kushaq Vs Volkwagen Taigun Key Differences" height="720" src="/uploads/2021/05/Skoda-Kushaq-vs-Volkwagen-Taigun-key-differences.jpg" width="1280" /></p>

<p><strong>Pricing</strong></p>

<p>The Volkswagen Taigun and the Skoda Kushaq share the same platform and most underpinnings are the same as well. The pricing of the Kushaq now ranges from Rs 10.51 and 18 lakh (ex-showroom). The Taigun packs more features than the Kushaq, and therefore, we suspect that its pricing will be slightly higher than that of the Kushaq’s.</p>

<p>For reference, the Kia Seltos X Line, which is the highest spec in the Seltos line-up, retails for Rs 17.79 lakh (ex-showroom). The GT trim of the Volkswagen Taigun is expected to be priced slightly above the Kia Seltos X Line.</p>

<p><img alt="VW Taigun Dashboard Direct Driver s View" height="720" src="/uploads/2021/08/VW-Taigun-Dashboard-Direct-Driver-s-View.jpg" width="1280" /></p>

<p><strong>Features</strong></p>

<p>As mentioned above, the Taigun will pack more features than the Kushaq, so expect to see an all-digital instrument cluster in the Taigun’s cockpit. The virtual cockpit will make it to Kushaq’s feature list as well but at a later stage.</p>

<p>The GT variant of the Taigun will be offered with a 1.5-litre turbo-petrol engine. But buyers opting for the manual variant will miss out on the larger 17-inch wheel size, for Volkswagen has reserved 17-inch alloy wheels for the 1.5-litre turbo-petrol automatic variant.</p>

<p><img alt="Volkswagen Taigun Front Quarter Static" height="720" src="/uploads/2021/09/Volkswagen-Taigun-Front-Quarter-Static.jpg" width="1280" /></p>

<p><strong>Variants</strong></p>

<p>We know that the Taigun will be offered with 1.0-litre and 1.5-litre turbo petrol options. The former will be mainly rival crossover SUVs, such as the Maruti Suzuki S-Cross, Renault Duster, Nissan Kicks, and the 1.0-litre variant of the Skoda Kushaq, while the latter will take on the likes of the Kia Seltos, Hyundai Creta, and the 1.5-litre variant of the Skoda Kushaq.</p>

<p><strong>Also Read:</strong></p>

<p><a href="https://www.autox.com/reviews/car-reviews/2021-volkswagen-taigun-review-first-drive-109856/">2021 Volkswagen Taigun Review</a></p>

<p>https://www.youtube.com/watch?v=S7qhLrZb3s8</p>


Volkswagen Taigun: What to expect from the upcoming SUV?

The MQB-A0-IN-based Volkswagen Taigun will be launched in India on September 23 i.e tomorrow. If the German carmaker manages to price it right, the new Taigun could be the new popular choice of the mid-size SUV buyers.

<p><strong>Volkswagen India will launch the highly anticipated Taigun SUV this week. The SUV has reached dealerships ahead of its launch on September 23.</strong></p>

<p>A few units of the Volkswagen Taigun compact-SUV have reached dealerships ahead of its India launch on September 23. On the same day, the manufacturer will also announce the price of the car. VW is currently accepting pre-bookings at Rs 25,000. Sources also confirm that only a limited number of <a href="https://www.autox.com/new-cars/volkswagen/">Volkswagen </a>Taiguns will be produced for this year (approximately 1,000 units).</p>

<p><img alt="Volkswagen Taigun Rear Three Quarter Static" height="720" src="/uploads/2021/09/Volkswagen-Taigun-rear-three-quarter-static.jpg" width="1280" /></p>

<p>The price of the upcoming Taigun is expected to be similar to that of the Skoda Kushaq, which is priced between Rs 10.51 lakh and Rs 17.62 lakh (ex-showroom). The top-spec variant of the Taigun will pack more features than the Kushaq 1.5-litre Automatic Style variant, such as six-air bags and a virtual cockpit, resulting in a higher price tag of close to Rs 18 lakh (ex-showroom).</p>

<p><a href="https://www.autox.com/reviews/car-reviews/2021-volkswagen-taigun-review-first-drive-109856/">We have driven the Volkswagen Taigun, and you can read the first drive experience by clicking on the link here</a>, or you can watch the Youtube video embedded at the end of the story.</p>

<p>The Volkswagen Taigun will mainly be positioned alongside the <a href="https://www.autox.com/new-cars/hyundai/creta/">Hyundai Creta</a> and Kia Seltos, which are sold with an option of a diesel drivetrain.</p>

<p><img alt="Volkswagen Taigun Rear Tail Lamp Detail " height="720" src="/uploads/2021/09/Volkswagen-Taigun-rear-tail-lamp-detail-.jpg" width="1280" /></p>

<p>The Taigun will also rival the <a href="https://www.autox.com/new-cars/mg/astor/">MG Astor</a>, which will be launched in India in the coming months. So far, Mahindra has only unveiled the prices of the lower variants of the XUV700, and we think that the Volkswagen Taigun’s prices will overlap with those of some <a href="https://www.autox.com/new-cars/mahindra/xuv700/">Mahindra XUV700</a> variants.</p>

<p>The Taigun, equipped with the 1.0-litre turbo-petrol engine, will be priced similarly to the <a href="https://www.autox.com/new-cars/maruti-suzuki/s-cross/">Maruti Suzuki S-Cross</a>, Renault Duster, and <a href="https://www.autox.com/new-cars/nissan/kicks/">Nissan Kicks</a>.</p>

<p><strong>Also Read:</strong></p>

<p><a href="https://www.autox.com/news/car-news/volkswagen-taigun-india-launch-on-september-23-109950/">Volkswagen Taigun India launch on September 23</a></p>

<p>https://www.youtube.com/watch?v=S7qhLrZb3s8</p>


Volkswagen Taigun reaches dealerships ahead of its launch

Volkswagen India will soon launch the highly anticipated Taigun this week. The SUV has reached dealerships ahead of its launch which is scheduled for September 23. Read more to find out.

<p><strong><em>With a new lineup of products, Volkswagen is attempting to reinvigorate its presence in the Indian market, led by a lineup of SUVs. We drive the most important of them all – the Made-for-India Taigun – to see how it performs and whether it can crack the incredibly competitive mid-size SUV space.</em></strong></p>

<p>It goes without saying that the Indian automotive market is a difficult beast to master, and, rather tellingly, even more difficult – for an automobile brand – is the process of trying to guess the ever-changing preferences of Indian customers and adapting their product lineup to cater to customer demand, to be successful in India. However, over the past few years or so, this job has been simplified to an extent with the runaway popularity of SUVs. SUVs of virtually every size, flavour and taste have become hot-selling items, and that has simplified the matter to an extent for automakers in India.</p>

<p><img alt="Volkswagen Taigun Front Static" src="/uploads/2021/08/VW-Taigun-Front-Static.jpg" style="width: 1280px; height: 720px;" /></p>

<p>The VW Group witnessed this transition a while ago and made the wise decision of localizing and customizing their acclaimed MQB platform to not only suit manufacturing in India but also to suit the preferences of Indian customers. This, of course, has many benefits, by local manufacturing and increased localization of parts – up to 95% parts of the MQB platform will be manufactured in India – the cost of the platform and the products can be kept in check, and yet, scaling up for demand would be a much easier process too. Of course, VW has also made India-specific alterations to the MQB platform to suit the preferences of Indian customers better, but that’s something we’ll come to later. More importantly, it should be recognised that with massive investment into the ‘India 2.0’ program, the new range of vehicles and the platform underpinning them reaffirms VW’s commitment to India, and to making a success of their Indian operations. However, as they say, the proof of the pudding lies in eating it, or in our case, driving it, so let’s see how the Taigun fares on Indian roads.</p>

<p><strong>Sibling Inspiration</strong></p>

<p>One look at the Taigun and its amply clear that the design inspiration for the <a href="https://www.autox.com/new-cars/volkswagen/taigun/">Taigun</a> comes from its bigger siblings, like the Tiguan or even the Atlas SUVs. From the big front air dam to the large headlights, and the chrome-lined grille with the new monochrome VW logo, the design is pure, no-nonsense <a href="https://www.autox.com/new-cars/volkswagen/">Volkswagen</a>. Of course, there’s a sizeable amount of chrome on the front end of the car, but with its seamless integration in the grille and the fog lamp surrounds, it is well integrated and doesn’t seem to be in your face.</p>

<p><img alt="Volkswagen Taigun Front Quarter Static" src="/uploads/2021/08/VW-Taigun-Front-Quarter-Static.jpg" style="width: 1280px; height: 720px;" /></p>

<p>In profile, the dual-tone 17-inch wheels of our top-of-the-line GT TSI variant fill the arches quite well and give the Taigun a balanced stance, while the chrome door handles and&nbsp;functional roof rails – they can take a load of up to 80kgs and are not fitted only as a visual accessory – and the twin shoulder lines gives the Taigun a characterful look. Also helping here is the generous amount of body cladding, which does enhance the sturdy look of the SUV.</p>

<p>But, for me, the best angle of the Taigun must be the rear end. I’ve been an unashamed fan of full-width tail lamps – since I first saw them on an early-90’s Toyota Mark II sedan – and the Taigun with its full-width LED taillamp really aces the look. Not only does the width of the lamp give the Taigun a unique design touch, but the black plastic cladding also accentuates the taillight so much more. Overall, I would say that with its bold front and excellent rear-end designs, the Taigun looks very assertive on the road, and with its bright colour offerings will be easily recognizable.</p>

<p><img alt="Volkswagen Taigun Red Rear Quarter Motion" src="/uploads/2021/08/VW-Taigun-Red-Rear-Quarter-Motion.jpg" style="width: 1280px; height: 720px;" /></p>

<p><strong>Splashes of Colour</strong></p>

<p>The interior of the Taigun is a very welcoming space, and if you’re familiar with the Skoda Kushaq, you’ll find the layout pretty much familiar. However, a few things change here. Of course, the seat upholstery and finish are different, but even the centrally mounted 10-inch multimedia console is integrated differently, with the Taigun’s screen integrating better into the dash. More importantly, depending on the body colour you choose, the interior also gets a splash of the body colour, which really brightens up the interior of the car. For instance, the manual version of the Taigun we tested featured interior highlights in wild cherry red, which really adds a splash of colour to the interior and brightens it up considerably. The Taigun also features a carbon insert that faces the passenger and adds another style element to the interior.</p>

<p><img alt="Volkswagen Taigun Interior Shot" src="/uploads/2021/08/VW-Taigun-Interior-Shot.jpg" style="width: 1280px; height: 720px;" /></p>

<p>When it comes to equipment levels, the Taigun comes quite well equipped, with the exception of the Kushaq being the addition of an 8-inch digital instrument cluster that features various screen options that you can choose from. But, at the same time, it loses the option of ventilated seats. Overall, though, the Taigun’s interior feels a good place to be in. The quality is largely excellent – even though there are some hard plastics on the dash – and the two things I really liked were how supportive and comfortable the seats were, and the steering with its flat-bottom and perforated leather was excellent to use. Also, when it comes to space, with its reduced centre tunnel in the rear footwell – a specific change made to the MQB platform for the Indian market – means there’s room for the third passenger to place their feet. While excellent space management means that passengers up to six feet tall will be very comfortable in the Taigun’s rear seat, and there is ample boot space too. Sure, three full-size adults in the rear seat will be a squeeze due to the limited width of the platform, but four adults or a small family will be extremely comfortable inside the Taigun. &nbsp;</p>

<p><strong>Power Play</strong></p>

<p>Of course, given VW Group’s no-diesel decision in India, the Taigun will be petrol powered only, so diesel fans don’t have a choice here. But the two engines powering the Taigun are very impressive, with options being the 1.0-litre and 1.5-litre TSI turbocharged units. The 1.0-litre versions of the Taigun will be available later, and at the drive, we were able to drive only the 1.5-litre engine in automatic and manual form. Producing 148bhp and 250Nm of torque, the engine is pretty much the same as the one in the Kushaq and as result shares all the qualities. This means that peak torque comes from just 1,600rpm, which means that no matter what gear you’re in, the Taigun pulls cleanly and the engine itself is very eager to rev. As a result, the performance of the Taigun is brisk, and 0-100 comes up in just 9.1 seconds, with a claimed top speed of 190km/h – figures that will satisfy most drivers.</p>

<p><img alt="Volkswagen Taigun Red Engine View" src="/uploads/2021/08/VW-Taigun-Red-Engine-View.jpg" style="width: 1280px; height: 720px;" /></p>

<p>More importantly, the drivability of the Taigun – due to the well-spaced gear ratios and the meaty torque band spread over 1,600 – 3,500rpm – remains fantastic whether you’re stuck in stop-start traffic or are on a fast-moving highway. The gearboxes also remain a delight, the 7-speed dual-clutch automatic performs a good balance between quick shifts and smoothness, while the steering-mounted paddle shifters provide additional manual control when required. But the 6-speed manual gearbox is the highlight of the pair for me, with tight shifts, well-defined gates and a gearbox that’s simply delightful to use. Pair this with pedal placements that’s ideal for heel-and-toe shifting and the Taigun simply delivers a lot as far as driver delight is concerned.</p>

<p>Additional credit is also due to VW engineers for the suspension setup of the Taigun. With a chassis that’s 30% stiffer than the Polo’s, the engineers had a strong base to work with, and it shows in how well the Taigun rides. Whether it’s bad roads or fast highways, the Taigun’s suspension deals with all kinds of surfaces without a worry, and the high-speed stability is simply fantastic. Additionally, with a lower centre of gravity, the Taigun is a delight to throw into fast corners as the SUV sticks to the road like a leech and delivers a quality driving experience. However, there is one slight flaw here, which is the stiffness of the suspension, and on truly broken roads, some of the bumps go get transmitted into the cabin. But it’s a small price to pay for the driving appeal of the Taigun.</p>

<p><img alt="Volkswagen Taigun Yellow Rear Quarter Motion" src="/uploads/2021/08/VW-Taigun-Yellow-Rear-Quarter-Motion.jpg" style="width: 1280px; height: 720px;" /></p>

<p><strong>Not Perfect</strong></p>

<p>There are many things that I deeply admire and enjoy about the Taigun. Its design, driving appeal, peppy engine, terrific gearbox, and lovely seats are some of them. But it’s not perfect and given the current market circumstances, there are two major tricks the Taigun misses out on. One, the lack of a diesel version is going to turn away some of the buyer’s, but VW group boffins reckon this will change by late next year when the second phase of BS 6 regulations will make diesel engines supremely unattractive to most buyers. Two, the lack of a panoramic sunroof – the Taigun offers a regular-sized sunroof – is also going to displease some potential customers.</p>

<p><img alt="Volkswagen Taigun Front Seats and Sunroof" src="/uploads/2021/08/VW-Taigun-Front-Seats-and-Sunroof.jpg" style="width: 1280px; height: 720px;" /></p>

<p>But I think those are smaller issues when you view the Taigun’s greater qualities and how it, along with the Kushaq, brings in much more choice and a genuine driver’s SUV into the Indian market. It’s great to drive, practical and looks good. The final question then is going to be one of value, and that is something that Volkswagen can’t afford to get wrong. The pricing of the Taigun must be spot-on vis-à-vis competition and what it offers as a product, and if VW can get that right, then the Taigun offers a vivid prospect for Indian customers looking for a mid-size SUV.</p>

<p>[tabs]</p>

<p>[tab title="<strong>Volkswagen Taigun 1.5 TSI</strong>"]</p>

<p><strong>Engine:</strong> 1,498cc / Inline-Four&nbsp;/ Turbocharged</p>

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

<p><strong>Transmission:</strong> 6-Speed Manual&nbsp;/ 7-Speed DSG / Front-Wheel Drive</p>

<p><strong>Power:</strong> 148bhp @ 5,000 – 6,000rpm</p>

<p><strong>Torque:</strong> 250Nm @ 1,600 – 3,500rpm</p>

<p><strong>Price:</strong> TBA</p>

<p><strong>X-Factor:&nbsp;</strong><em>With its assertive design, good-looking interiors, and excellent driving appeal, the Taigun offers a lot to customers looking for a mid-size SUV. </em></p>

<table cellpadding="1" cellspacing="1">
	<tbody>
		<tr>
			<td>
			<p><strong>Pros &nbsp;</strong>&nbsp; &nbsp;&nbsp;&nbsp; &nbsp;&nbsp;&nbsp;<br />
			•&nbsp; Good-looking design</p>

			<p>•&nbsp;Great to drive</p>
			</td>
			<td>
			<p><strong>Cons</strong><br />
			• No diesel option</p>

			<p>• No panoramic sunroof</p>
			</td>
		</tr>
	</tbody>
</table>

<p>[/tab]</p>

<p>[/tabs]</p>

<p>https://www.youtube.com/watch?v=S7qhLrZb3s8</p>

<p><strong>Read more:</strong></p>

<p><a href="https://www.autox.com/reviews/car-reviews/2020-volkswagen-polo-gt-tsi-review-first-drive-108657/">2020 Volkswagen Polo GT TSI Review</a></p>

<p><a href="https://www.autox.com/reviews/car-reviews/volkswagen-t-roc-review-first-drive-108190/">Volkswagen T-Roc Review</a></p>


Volkswagen Taigun Review: First Drive

With a new lineup of products, Volkswagen is attempting to reinvigorate its presence in the Indian market, led by a lineup of SUVs. We drive the most important of them all – the Made-for-India Taigun – to see how it performs and whether it can crack the incredibly competitive mid-size SUV space.

Volkswagen Taigun [2021-2023]

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