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<p>When it was launched in 2021, the Kushaq immediately gave Skoda Auto a much-needed boost in sales. The heavily localised SUV struck the right balance between price, performance, and everyday usability, and in doing so, gave Skoda a much-needed push in the Indian market. Fast forward to 2026, however, and the Kushaq finds itself being overshadowed by its more affordable sibling, the Kylaq, offering a similar driving experience at a lower price point. While the Kylaq has been racking up the numbers, the Kushaq hasn’t quite kept pace. This facelift, then, isn’t just about freshening things up; it’s about staying relevant in a segment that already has some tough competition and helping the Kushaq rake in more buyers. So, how effective are the updates that come with the new Kushaq? <br></p>

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<h2>2026 Skoda Kushaq Review: Exterior Changes</h2>
<p>I have always liked the design of the Skoda vehicles over their Volkswagen counterparts. They are more dynamic and interesting to my eye. The Kushaq was already a good-looking SUV, and with this facelift, it has received minor tweaks to look more modern.</p>

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    <img src="https://images.autox.com/uploads/2026/03/2026-Skoda-Kushaq-front-grille-1773983574871.webp" alt="2026 Skoda Kushaq front grille.jpg" style="width: 100%; height: auto;">
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<p>I especially like the updated grille that now has a thin strip of light running across. It is designed to look like it is connected to the DRLs inside the headlamps at both ends. Also, there is no longer a thick border running around the grille, which makes it look more modern. Both bumpers have been revised, and while the changes are subtle, they work well.</p>
<p><img src="https://images.autox.com/uploads/2026/03/2026-Skoda-Kushaq-rear-design-1773983633991.webp" alt="2026 Skoda Kushaq rear design.jpg" style="width: 100%; height: auto;">
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<p>While I am not a fan of the current trend of putting connected taillights in all new vehicles, I do think that Skoda’s execution on the Kushaq looks good. The integration of the Skoda badge within the light bar, along with the neat detailing on either side, adds a premium touch. You also get directional turn indicators now, and importantly, they come as standard across variants.</p>
<p><strong>Also Read:</strong>&nbsp;<a href="https://www.autox.com/news/car-news/skoda-kushaq-facelift-classic-automatic-base-variant-revealed-ahead-of-launch-123148/" target="_blank">Skoda Kushaq Facelift Classic+ Automatic Base Variant Revealed Ahead of Launch</a></p>
<p>Another welcome addition is the inclusion of alloy wheels as standard. The base variant gets 16-inch units, while higher trims come with 17-inch alloys. The Monte Carlo version, in particular, stands out with its sportier design. Overall, the Kushaq continues to be a handsome SUV. The updates subtly elevate its design, giving it a hint of Skoda Kodiaq-like presence and making it feel a bit more upmarket. <br></p>
<h2>2026 Skoda Kushaq Review: Interior Equipment Changes</h2>
<p>The updates on the inside are rather interesting. This SUV now comes with a panoramic sunroof. In fact, you get an electronic sunroof, albeit a smaller one, in the base variant, while the other trims get the full-sized one. Buyers who desire this feature in their SUV will be very happy to hear that. I am more impressed by the size increment in another area – the instrument cluster. </p>

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    <img src="https://images.autox.com/uploads/2026/03/2026-Skoda-Kushaq-Monte-Carlo-dashboard-1773983329861.webp" alt="2026 Skoda Kushaq Monte Carlo dashboard.jpg" style="width: 100%; height: auto;">
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<p>The Kushaq now comes with a 10.25-inch multi-colour MID that has a simple and effective UI design. You can even display turn-by-turn navigation on it. Disappointingly, Skoda has not equipped the Kushaq with a 360-degree camera, which I feel is a big miss. There is a front parking sensor at least. The quality of the rear camera has also not improved.</p>

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    <img src="https://images.autox.com/uploads/2026/03/2026-Skoda-Kushaq-instrument-cluster-1773983441640.webp" alt="2026 Skoda Kushaq instrument cluster.jpg" style="width: 100%; height: auto;">
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<p>Move to the second row, and you will see that the seats here come with a massage function that actually works well. I liked how effective it was, although I can’t help but feel that Skoda would have been better off giving seat ventilation for the second row. There are no sunshades here either.&nbsp; <br></p>
<h2>2026 Skoda Kushaq Review: Driving Experience<br></h2>
<p>Mechanically, the Kushaq remains unchanged, with the same 1.0-litre and 1.5-litre engines doing duty. The gearbox options, however, have been revised. The 1.5-litre Kushaq now only comes with a 7-speed DCT across the range. It is a bit sad to see the omission of the manual, but I understand that most people prefer the convenience of an automatic. The smaller engine continues with a 6-speed manual, while the earlier 6-speed torque converter automatic has now been replaced with an 8-speed unit. Crucially, this new automatic is available right from the base Classic+ variant, which is a sensible move.</p>

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    <img src="https://images.autox.com/uploads/2026/03/2026-Skoda-Kushaq-duo-driving-1773983237214.webp" alt="2026 Skoda Kushaq duo driving.jpg" style="width: 100%; height: auto;">
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<p>Out on the road, the new 8-speed gearbox does not feel dramatically different from the older unit, but there are some improvements. The engine feels smoother while cruising, with minimal vibrations and very little noise filtering into the cabin. At around 80km/h, the drivetrain feels slightly more relaxed. You can also manually shift through the gears, and the jump from 6th to 7th drops engine speeds from around 2,000rpm to roughly 1,500rpm. The additional gears also contribute to a marginal improvement in fuel efficiency — now rated at 19.09km/l compared to 18.09km/l earlier. The initial lag in the lower rev range is somewhat masked by the new gearbox, although you do suffer from headnods as the power suddenly surges through the drivetrain with the rising revs. Gearshifts aren’t significantly smoother either. So, while the update doesn’t transform the experience, it does make it slightly more refined without introducing any drawbacks.</p>

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    <img src="https://images.autox.com/uploads/2026/03/2026-Skoda-Kushaq-Monte-Carlo-rear-driving-1773983703243.webp" alt="2026 Skoda Kushaq Monte Carlo rear driving.jpg" style="width: 100%; height: auto;">
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<p>The driving dynamics of the Kushaq remain largely the same as before and are rather enjoyable. It glides over bumps and inspires confidence through corners thanks to a competent chassis and suspension setup. The steering could do with a bit more feedback at higher speeds, but it remains easy to use in the city. The addition of rear disc brakes on the 1.5-litre variant is a welcome upgrade, offering better bite and more confidence under braking. While not mandatory, I think that having the option of ADAS in the higher trims would have helped stand toe-to-toe with other competitors in the segment. <br></p>
<h2>2026 Skoda Kushaq Review: Verdict<br></h2>
<p>This facelift does not bring a radical change to the Kushaq package but helps equip it with a few more tools to fight the competition.&nbsp;I cannot help but feel that the SUV still lacks in terms of offering features compared to other manufacturers. While a lot of features in cars tend to be  gimmicks, some are genuinely helpful and having them in the&nbsp;new Kushaq would have made sense.  The core strengths of this SUV – solid driving dynamics, a comfortable ride, and strong engine options – remain intact, while the updates add just enough polish to keep it relevant.</p>
<p><strong>Also Read:</strong>&nbsp;<a href="https://www.autox.com/news/car-news/renault-duster-hybrid-version-sold-out-for-2026-bookings-closed-temporarily-123152/" target="_blank">Renault Duster Hybrid Version Sold Out for 2026; Bookings Closed Temporarily</a></p>
<p>The starting price&nbsp;of the Kushaq has not changed drastically with the the 1.0-litre manual costing Rs 10.61 lakh. However, the Kushaq 1.5 feels a bit expensive. It is available in only two trims - Prestige and Monet Carlo, costing Rs 18.79 lakh and Rs 18.99 lakh, respectively (all prices are ex-showroom). What really works in favour of the new Kushaq is the improved value proposition at the lower end of the range. Much like the Kylaq, the Kushaq now offers more features in its entry-level trims, making it more accessible to a wider audience. For buyers who like what the Kylaq offers but need more space, the Kushaq becomes a very sensible step up.<br></p>

<p>[tabs]</p>

<p>[tab title="<strong>2026 Skoda Kushaq 1.0</strong>"]</p>

<p><strong>Engine:</strong> 999cc, 3-Cylinder</p>

<p><strong>Transmission:</strong> 6-speed MT / 8-Speed AT</p>

<p><strong>Power:</strong> 114bhp</p>

<p><strong>Torque:</strong> 178Nm</p>

<p><strong>Fuel:</strong> Turbo-petrol</p>

<p><strong>Price:</strong>&nbsp;Rs 17.59 lakh (ex-showroom)</p>

<p><strong>X-Factor:&nbsp;</strong><em>An SUV with great looks and even better handling, now with more features.</em></p>

<table cellpadding="1" cellspacing="1">
    <tbody>
        <tr>
            <td>
                <p><strong>Pros &nbsp;</strong>&nbsp; &nbsp;&nbsp;&nbsp; &nbsp;&nbsp;&nbsp;<br>
                    •&nbsp; Smoother cruising, handling, smart looks</p>

            </td>
            <td>
                <p><strong>Cons</strong><br>
                    • No surround view camera</p>
            </td>
        </tr>
    </tbody>
</table>

<p>[/tab]</p>

<p>[tab title="<strong>2026 Skoda Kushaq 1.5</strong>"]</p>

<p><strong>Engine:</strong> 1,498cc, 4-Cylinder</p>

<p><strong>Transmission:</strong>7-speed DCT</p>

<p><strong>Power:</strong> 147.5bhp</p>

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

<p><strong>Fuel:</strong> Turbo-petrol</p>

<p><strong>Price:</strong>&nbsp;Rs 18.99 lakh (ex-showroom)</p>

<p><strong>X-Factor:&nbsp;</strong><em>An SUV with great looks and even better handling, now with more features.</em></p>

<table cellpadding="1" cellspacing="1">
    <tbody>
        <tr>
            <td>
                <p><strong>Pros &nbsp;</strong>&nbsp; &nbsp;&nbsp;&nbsp; &nbsp;&nbsp;&nbsp;<br>
                    •&nbsp; Smoother cruising, handling, smart looks</p>

            </td>
            <td>
                <p><strong>Cons</strong><br>
                    • No surround view camera</p>
            </td>
        </tr>
    </tbody>
</table>

<p>[/tab]</p>

<p>[/tabs]</p>

2026 Skoda Kushaq First Drive Review: Worth a Second Look?

Has Skoda been too conservative with the number of upgrades in the Kushaq facelift, or is it just the right amount to make it an easy recommendation over its competitors?

<p>
    To err is human. And I think BMW erred when it discontinued the 30i trim from the third-generation X3, and then skipped it totally when it launched the fourth-gen model back in 2025. </p><p> But it now seems to be getting back on track, giving the petrol X3 a much-needed bump in power with the newly-introduced 30 xDrive M Sport Pro trim - yeah, that’s the name! What it means is that the B48 engine now produces 255bhp and 400Nm of peak torque! </p><h2> BMW X3 30 xDrive M Sport Pro Performance and Driving Experience </h2><p>The 67bhp power difference from the X3 20 is quite evident the moment you step on the accelerator. Overtakes are effortless, and highway runs are handled with ease. There is plenty of power for your daily grind, and then some more to please the enthusiast in you.</p><p>
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        <img src="https://images.autox.com/uploads/2026/03/BMW-X3-30-Rear-Three-Quarter-1773401296880.webp" alt="BMW X3 30-Rear-Three-Quarter.jpg" style="width: 100%; height: auto;">
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    </p><p> Mated to the 2.0-litre turbo-petrol motor is the familiar ZF 8-speed gearbox – by far, one of the finest automatic transmissions I’ve sampled. It offers buttery smooth shifts and perfectly complements the potent motor. BMW’s xDrive all-wheel-drive system and a 48-volt mild-hybrid setup – both included as standard – complete the mechanical package. </p><p> The SUV handles remarkably well for its size and weight. The tyres – which are wider now – offer impressive grip levels and keep the car planted, ensuring a grin on your face every time you take a corner. While the ride is reasonably comfortable, it feels a bit stiff at low speeds but never becomes harsh or unsettling.</p><p>
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        <img src="https://images.autox.com/uploads/2026/02/BMW-X3-30-xDrive-M-Sport-Pro-Interior-1771227843925.webp" alt="BMW X3 30 xDrive M Sport Pro Interior.jpg" style="width: 100%; height: auto;">
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    </p><p> While the handling is top-notch, the steering itself lacks feedback and seems almost lifeless. It takes away from what’s otherwise a great driver’s package. Moreover, the brakes could have done with a sharper bite. </p><h2> BMW X3 30 xDrive M Sport Pro Design and Exterior Styling </h2><p>The X3 is one of the better-looking Bimmers out there, at least to my eye. It has a distinct character that makes it instantly recognisable among BMW SUVs. The front features a rather good-looking illuminated grille and striking matrix headlamps. To be honest, the Brooklyn Grey Metallic colour that you see on these pages doesn’t translate well in pictures; in person, however, it complements the car beautifully.</p><p>
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        <img src="https://images.autox.com/uploads/2026/03/BMW-X3-30-Front-Three-Quarter-1773401256511.webp" alt="BMW X3 30-Front-Three-Quarter.jpg" style="width: 100%; height: auto;">
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    </p><p> The long bonnet enhances the car’s appeal, and the 20-inch rims, complete with red brake callipers, suit the profile well. The rear end features sharp taillights, and I am glad that BMW hasn’t succumbed to the current craze for connected light setups. Overall, the design feels cohesive and leaves little room for complaint. </p><h2> BMW X3 30 xDrive M Sport Pro Interior, Technology and Cabin Quality </h2><p>What truly raises eyebrows – for the wrong reasons – is the interior. There’s a noticeable lack of physical controls, with almost every function confined to the central touchscreen. The screen itself looks sleek and expansive, but it’s far from intuitive. The point where the screen meets the dashboard – where you’d naturally rest your fingers while operating it – feels sharp and uncomfortable. There are a few buttons on the centre console, but they lack any satisfying tactility.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/03/BMW-X3-30-View-Of-Steering-Console-1773401264864.webp" alt="BMW X3 30-View-Of-Steering-Console.jpg" style="width: 100%; height: auto;">
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    </p><p> What further exacerbates the problem is that BMW has complicated the air-conditioning vent adjustment mechanism by placing tiny joysticks in separate housings. You are never sure whether the vents are set to your desired position. Even the fan-speed controls are embedded in a touch-sensitive panel – it forces you to take your eyes off the road, raising legitimate safety concerns. </p><p> The cabin’s extensive use of hard plastics feels out of place, while the piano black finish attracts dust, fingerprints, and scratches all too easily. The vegan leather on the dashboard also detracts from the car’s premium appeal.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/03/BMW-X3-30-Touch-Sensitive-Switches-1773401286256.webp" alt="BMW X3 30-Touch-Sensitive-Switches.jpg" style="width: 100%; height: auto;">
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    </p><p> It’s not all doom and gloom, though. Experiencing the interior at night is a revelation. The ambient lighting looks stunning and stands out as the cabin’s undisputed highlight. </p><p> The cabin’s sound insulation is excellent, cocooning occupants from the world outside. The front seats offer impressive comfort, aided by extendable under-thigh support. It’s puzzling, however, that BMW hasn’t provided the same feature for rear passengers. The rear seatback is rather upright and lacks recline adjustment. Also, the overall space falls short of expectations, particularly given that the iX1 LWB offers significantly more room at a much lower price. </p><h2> BMW X3 30 xDrive M Sport Pro Verdict and Price </h2><p>Overall, the X3 30 xDrive M Sport Pro is a fundamentally good performer that rectifies the X3 xDrive 20’s primary shortfall: lack of power. It looks the part, handles superbly, and remains the standout choice for those who prefer to drive themselves. That said, it’s marred by overly complicated technology, and the rear-seat experience leaves room for improvement.</p><p>
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        <img src="https://images.autox.com/uploads/2026/02/BMW-X3-30-xDrive-M-Sport-Pro-Rear-1771227838440.webp" alt="BMW X3 30 xDrive M Sport Pro Rear.jpg" style="width: 100%; height: auto;">
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    </p><p> At Rs 74.5 lakh (ex-showroom) – merely Rs 2 lakh more than the xDrive20 trim – there’s little reason to opt for the less potent version of the X3. Does that make it a no-brainer in the midsize luxury driver’s SUV class against the GLC, Q5, NX, and XC60? Well, I guess it’s time for a rematch.</p><iframe width="1425" height="500" src="https://www.youtube.com/embed/BmAEzuER4-I" title="Luxury Without the Ego? – BMW X3 30 xDrive Review | autoX" frameborder="0" allow="accelerometer; autoplay; clipboard-write; encrypted-media; gyroscope; picture-in-picture; web-share" referrerpolicy="strict-origin-when-cross-origin" allowfullscreen=""></iframe>




<p>[tabs]</p>

<p>[tab title="<strong>BMW X3 30 xDrive M Sport Pro</strong>"]</p>

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

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

<p><strong>Power:</strong> 255bhp</p>

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

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

<p><strong>Price:</strong>&nbsp;Rs 74.5 Lakh, ex-showroom</p>

<p><strong>X-Factor:&nbsp;</strong><em>A mid-size luxury SUV that does not compromise on style and substance.</em></p>

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                <p><strong>Pros &nbsp;</strong>&nbsp; &nbsp;&nbsp;&nbsp; &nbsp;&nbsp;&nbsp;<br>
                    •&nbsp; Responsive engine, smart design</p>

            </td>
            <td>
                <p><strong>Cons</strong><br>
                    • Vague steering</p>
            </td>
        </tr>
    </tbody>
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<p>[/tab]</p>

<p>[/tabs]</p>

BMW X3 30 First Drive Review - Mistakes Maketh Machine

BMW fixes one of the biggest complaints about the latest X3 by introducing the more powerful 30 xDrive M Sport Pro, giving the SUV the performance it always deserved.

Maruti Suzuki Victoris Hybrid vs Hyundai Creta Diesel vs MG Windsor EV - Which is the New Mileage King?

For decades, diesel has been the undisputed mileage king. But with hybrids and EVs gaining ground, a 700km real-world test asks if its reign is finally over.

<p>
    Within Toyota’s lineup, if the Innova was the car that got Indians used to the luxury of captain seats and the Fortuner redefined road presence, the new Toyota Ebella arrives carrying the weight of immense expectations. It isn’t just another SUV; it is Toyota’s first foray into the Indian EV space. Launching in 2026 – nearly 30 years after Toyota first experimented with the RAV4 EV globally – the Ebella isn’t just late to the party, but the party, in fact, is already in full swing, with the likes of the Tata Curvv EV and its own sibling, the Maruti Suzuki e Vitara, already vying for attention.</p><p>The question, then, is: has Toyota used this time to perfect the recipe, or is the Ebella simply a rebadged exercise in brand loyalty? To find out, I took it on a 100km road test through the winding roads of Nandi Hills.</p>







<h2>Toyota Urban Cruiser Ebella vs Maruti Suzuki e Vitara: What’s Different?</h2>

<p>Let’s address the elephant in the room. The Ebella is born from the Toyota-Suzuki partnership, and yes, the skeletal structure, features, and powertrain are shared with the e Vitara. However, up close, the Ebella feels different. It carries a certain aura that is distinctly Toyota. While the hard points are shared, the unique exterior treatment gives it a slightly more sophisticated, premium stance. The hammerhead-inspired front fascia, borrowed from its siblings, does a good job of evoking familiarity among Toyota fanboys.</p><p>
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        <img src="https://images.autox.com/uploads/2026/03/Toyota-Urban-Cruiser-Ebella-View-Of-Steering-Console-And-Instrumentation-1773321007850.webp" alt="Toyota Urban Cruiser Ebella-View-Of-Steering-Console-And-Instrumentation.jpg" style="width: 100%; height: auto;">
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    </p><p>Inside, the story remains largely unchanged. While you now have the bold Toyota badge on the steering wheel, parts are shared between the two platforms, with fit and finish on par. What stands out is that the Ebella inherits that same sense of rugged build quality that characterises the e Vitara. Toyota’s pitch, however, isn’t just about the metal; it’s about the ecosystem. With a service network they claim is EV-ready and the legendary peace of mind that comes with the badge, the Ebella aims to position itself as the safe bet in a segment still marked by range anxiety and reliability jitters.</p>







<h2>Toyota Urban Cruiser Ebella Performance: Is 171bhp Enough?</h2>

<p>On paper, the Ebella’s specifications might make an enthusiast scoff. In a world where the Tata Curvv EV churns out upwards of 215Nm of torque, the Ebella’s 189Nm (from its 61kWh battery variant) sounds modest. But as they say, numbers are for brochures; the seat-of-the-pants feel is what truly matters when it comes to performance.</p><p>
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        <img src="https://images.autox.com/uploads/2026/03/Toyota-Urban-Cruiser-Ebella-Front-1773321026385.webp" alt="Toyota Urban Cruiser Ebella-Front.jpg" style="width: 100%; height: auto;">
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    </p><p>Step on the throttle, and you won’t feel that neck-snapping, jerky acceleration prevalent in EVs like the Nexon and Curvv. Instead, it offers a beautifully linear climb up the speedometer. It feels light on its feet, peppy, and refined. The 171bhp output is managed with a level of sophistication that makes the performance feel brisk rather than manic. It is an easy car to drive fast without ever feeling like you are wrestling with it, trying to put all that power to the ground.</p>







<h2>Toyota Urban Cruiser Ebella Ride &amp; Handling</h2>

<p>One thing Toyota usually gets right is the ride quality for Indian roads, and the Ebella continues that legacy. In fact, in terms of planted feel, it faithfully follows in the footsteps of the Innova. During the test, even at triple-digit speeds on the highway to Nandi Hills, the Ebella remained remarkably composed. With a ground clearance of 189mm, it effortlessly handled Bangalore’s notorious speed breakers without a hint of bottoming out, and it handles broken tarmac in a similar, non-fussed fashion.</p><p>
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        <img src="https://images.autox.com/uploads/2026/03/Toyota-Urban-Cruiser-Ebella-Rear-Three-Quarter-1773321018372.webp" alt="Toyota Urban Cruiser Ebella-Rear-Three-Quarter.jpg" style="width: 100%; height: auto;">
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    </p><p>The suspension is taut but pliant, absorbing the sharp edges of potholes better than most heavy EVs, which often feel unsettled due to their sheer mass. The steering is light enough for a low-effort flick through tight traffic, but it weighs up nicely, inspiring confidence as the roads open up.</p>







<h2>Toyota Urban Cruiser Ebella Interior, Features &amp; Comfort</h2>

<p>The interior is where the Ebella tries to impress the middle-level executive craving a touch of flair. The layout is modern, and the 10.25-inch infotainment system – shared with the Suzuki – is crisp and has an intuitive UI. However, in a curious ergonomic choice, the screen is angled slightly toward the co-passenger, which makes the driver’s viewing angle awkward.</p><p>
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        <img src="https://images.autox.com/uploads/2026/03/Toyota-Urban-Cruiser-Ebella-Sunroof-top-1773321044690.webp" alt="Toyota Urban Cruiser Ebella-Sunroof-top.jpg" style="width: 100%; height: auto;">
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<p>Then there are the tacky bits. Despite the premium billing, hard plastics in high-touch areas serve as a persistent reminder of the car’s shared DNA. The 9-speaker JBL system, which looks fancy in the brochure, begins to crack when fed bass-heavy tracks at high volumes. And don’t get me started on the cameras – the footage from the 360-degree camera is grainy, and it struggles significantly in low-light conditions.</p><p>In terms of comfort, too, the Ebella remains a mixed bag. In a country where Toyota is synonymous with being chauffeur-driven, the Ebella’s rear seat is a bit of a letdown. The floor is high – a common EV trait – which means your knees sit higher than you’d like, and there’s a noticeable lack of under-thigh support. </p><p>
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        <img src="https://images.autox.com/uploads/2026/03/Toyota-Urban-Cruiser-Ebella-Rear-Space-1773321050983.webp" alt="Toyota Urban Cruiser Ebella-Rear-Space.jpg" style="width: 100%; height: auto;">
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    </p><p>The panoramic sunroof is too small, and combined with the small rear windows, the cabin can feel dim and cramped for three adults. It is a space best suited for two adults or a small nuclear family with kids.</p>







<h2>Toyota Urban Cruiser Ebella Real-World Range and Efficiency</h2>

<p>Toyota claims an ARAI-certified range of 543km for the Ebella. In the real world, however, the narrative shifts. During our 101.2km test – which included tracking runs, camera-car tailgating, and the stop-and-go chaos of Indian traffic – the battery dropped from 99% to 69%. This 30% drop over 100km suggests a real-world range of roughly 330-340km when driven with a heavy right foot.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/03/Toyota-Urban-Cruiser-Ebella-Engine-Close-Up-1773321061213.webp" alt="Toyota Urban Cruiser Ebella-Engine-Close-Up.jpg" style="width: 100%; height: auto;">
      </div>
    </p>

<p>That said, if you adopt a more conservative driving style – what you could call sedate and subtle driving – you can realistically expect between 350km and 400km on a full charge. The good news? The range estimator is quite precise – it does not indulge in optimistic calculations to make you feel better. It provides an accurate, reliable readout, which is exactly what you want when the battery begins to deplete.</p>

<h2>Toyota Urban Cruiser Ebella Review Verdict</h2>

<p>So, is the Toyota Ebella a sensible choice as a primary vehicle? For an urban-dwelling nuclear family looking for their first foray into sustainable mobility, the answer is yes. It offers a level of mechanical refinement and overall peace of mind that many of its segment rivals are still chasing.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/03/Toyota-Urban-Cruiser-Ebella-Front-Three-Quarter-1773320995293.webp" alt="Toyota Urban Cruiser Ebella-Front-Three-Quarter.jpg" style="width: 100%; height: auto;">
      </div>
    </p>

<p>However, there is no escaping the similarity to the e Vitara. While my head might argue that for the price, the quality and comfort should be more Toyota-like and a bit better than the e Vitara, my ‘heart’ still appreciates the polished, stress-free nature of its driving experience. Ultimately, the Toyota badge on the steering wheel represents more than just branding; it translates into a sense of long-term reliability and greater peace of mind. It’s a car that takes some of the anxiety out of going electric. The Ebella may be late to the EV party, but in typical Toyota fashion, it feels like it’s built to last.</p><iframe width="1425" height="500" src="https://www.youtube.com/embed/AWvr6Zduw4o" title="Toyota Ebella Range Test – Here’s What We Actually Got | autoX" frameborder="0" allow="accelerometer; autoplay; clipboard-write; encrypted-media; gyroscope; picture-in-picture; web-share" referrerpolicy="strict-origin-when-cross-origin" allowfullscreen=""></iframe><p>[tabs]</p>



<p>[tab title="<strong>Toyota Urban Cruiser Ebella</strong>"]</p>

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

<p><strong>Battery:</strong> 61kWh</p>

<p><strong>Power:</strong> 172bhp</p>

<p><strong>Torque:</strong> 189Nm</p>

<p><strong>Range:</strong> 543km (ARAI)</p>

<p><strong>Price:</strong> TBD</p>

<p><strong>X-Factor:&nbsp;</strong><em>The Ebella prioritises a polished driving experience over gimmicky tech and comes with a badge that practically guarantees peace of mind as a bonus.</em></p>

<table cellpadding="1" cellspacing="1">
    <tbody>
        <tr>
            <td>
                <p><strong>Pros &nbsp;</strong>&nbsp; &nbsp;&nbsp;&nbsp; &nbsp;&nbsp;&nbsp;<br>
                    •&nbsp; Ride quality, performance, reliability</p>

            </td>
            <td>
                <p><strong>Cons</strong><br>
                    • Familiar design, camera quality, rear seat comfort</p>
            </td>
        </tr>
    </tbody>
</table>

<p>[/tab]</p>

<p>[/tabs]</p>

Toyota Urban Cruiser Ebella First Drive Review - Sensible Spark

The Ebella may be late to the EV party, but armed with Toyota’s bulletproof reputation, it could be the electric SUV we’ve been waiting for.

<p>
    The 2026 Tata Punch EV has received an update, and this isn’t just a cosmetic nip-and-tuck. The new Punch now comes with a lightly refreshed design, new battery options, and, most notably, a significant price drop. In fact, the top-spec variant is now up to Rs 1.85 lakh cheaper than before, which isn’t something you come across every day.</p>

<p>Of course, there are a few compromises. The ambient lighting has been removed, and the rear disc brakes have been replaced with drums. According to Tata, the new integrated powertrain has helped reduce costs considerably, making this aggressive pricing possible.</p>

<p>So, is it still a smart buy? Let’s find out.</p>

<h2>2026 Tata Punch EV Design Changes</h2>

<p>The changes at the front are subtle but certainly noticeable. Gone is the LED light bar that used to bridge the headlamps, replaced by a reshaped bumper for a sharper, more defined look. If I’m honest, I preferred the earlier front-end design; this one feels just a touch overworked. The cladding now sports a new Udaipur Slate Grey finish.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/03/Tata-Punch-EV-Rear-Three-Quarter-1773319783686.webp" alt="Tata Punch EV-Rear-Three-Quarter.jpg" style="width: 100%; height: auto;">
      </div>
    </p><p>At the rear, the tail-lamps are now connected – a look that feels modern, even if connected lights are rapidly becoming the automotive equivalent of a trending Instagram filter. That said, one very practical improvement is the increased ground clearance, which has gone from 190mm to 195mm. Those extra five millimetres might seem negligible on paper, but on Indian roads, they absolutely matter.</p>

<h2>2026 Tata Punch EV Features and Equipment</h2>

<p>The Punch EV continues to punch above its weight when it comes to equipment. You get twin 10.25-inch displays – one for the digital instrument cluster and another for the infotainment system – wireless Apple CarPlay and Android Auto, along with multiple voice assistants.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/03/Tata-Punch-EV-steering-wheel-1773319768743.webp" alt="Tata Punch EV-steering-wheel.jpg" style="width: 100%; height: auto;">
      </div>
    </p><p>Other features include USB Type-C fast chargers, a wireless charging pad, and a navigation system that can also be displayed directly on the driver’s cluster for easier viewing. Higher variants even offer ventilated front seats, a voice-assisted electric sunroof, and automatic climate control, making the car feel well-appointed for its size and price.</p>







<h2>2026 Tata Punch  Battery Options </h2>

<p>The real update, however, lies beneath the surface. The Punch EV now uses an integrated 6-in-1 EV drive unit including the motor, gearbox, charger, and DC converter. This integrated design does not only make the powertrain lighter and more efficient, but also significantly easier to manufacture.</p><p>Buyers now have a choice between two battery options: a 30kWh pack and a larger 40kWh version. We tested the 40kWh variant, which produces 127.4bhp and 153.8Nm of torque and supports DC fast charging up to 65kW. The claimed range stands at 468km, but more on the real-world range in a bit. On the road, the updated Punch EV feels noticeably more eager than its predecessor. The 0 – 100km/h sprint time has dropped from 9.6 seconds to a flat 9 seconds.</p><h2>2026 Tata Punch EV Performance</h2>







<p>Power delivery now feels much smoother and more predictable, making for a more polished driving experience. The brakes, however, could still use a bit more bite; the pedal feels slightly spongy and requires more travel than is ideal. While Tata maintains that the switch to rear drum brakes meets all necessary safety standards, a sharper, more immediate response would have been welcome.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/03/Tata-Punch-EV-Front-Three-Quarter-1773319761808.webp" alt="Tata Punch EV-Front-Three-Quarter.jpg" style="width: 100%; height: auto;">
      </div>
    </p><p>The ride quality continues to be one of the Punch EV’s strongest traits, as it absorbs potholes and broken roads with impressive ease. For a compact EV, it feels remarkably mature and well-sorted, maintaining a level of composure that belies its size. Handling is equally tidy; the car changes direction confidently and remains stable even through fast corners. Its compact dimensions make it a breeze to manoeuvre through dense traffic or slot into tight urban parking spaces, making it feel perfectly suited to the demands of daily city life.</p><h2>2026 Tata Punch EV Range</h2>







<p>During our 80km drive around Kochi – which included a mix of highways and heavy city traffic – the battery dropped from 100% to 69%. The indicated range decreased from approximately 350km to 220km, with average consumption hovering between 168Wh/km and 172Wh/km. In real-world terms, this translates to a realistic range of roughly 310 to 320km with the larger 40kWh battery pack.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/03/Tata-Punch-EV-Charging-Point-1773319754990.webp" alt="Tata Punch EV-Charging Point.jpg" style="width: 100%; height: auto;">
      </div>
    </p><p>A DC fast charger can take the battery from 10 to 80% in about 25 to 30 minutes, and even a brief 15-minute top-up can add roughly 135km of real-world range.</p>





<h2>2026 Tata Punch EV Price in India and Rivals</h2>

<p>The new Punch’s prices now range from Rs 9.69 lakh to Rs 12.59 lakh, but the real headline here is the substantial price drop. The top-spec variant is now almost Rs 1.85 lakh cheaper than before, while even the base version costs Rs 30,000 less than the outgoing model. If you opt for the battery-as-a-service option, the starting price drops to Rs 6.49 lakh – a refreshing strategy in a market where prices usually only creep upwards. (All prices are ex-showroom)</p>

<h2>2026 Tata Punch EV Review Verdict</h2>

<p>Overall, the Punch EV facelift makes a very strong case for itself. It drives better than before, offers a genuinely usable real-world range, and comes at a much more attractive price point. If you drive largely within the city and are looking for an electric car that is practical, comfortable, and easy to live with, the Punch EV makes a great deal of sense. It may have lost a couple of features along the way, but it has gained something far more important: a significant increase in value.</p><iframe width="1425" height="500" src="https://www.youtube.com/embed/tqkAtJssfPM" title="2026 Tata Punch.ev Facelift Review – More Range, Better Value? | autoX" frameborder="0" allow="accelerometer; autoplay; clipboard-write; encrypted-media; gyroscope; picture-in-picture; web-share" referrerpolicy="strict-origin-when-cross-origin" allowfullscreen=""></iframe>





<p>[tabs]</p>

<p>[tab title="<strong>Tata Punch EV</strong>"]</p>

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

<p><strong>Battery:</strong> 40kWh</p>

<p><strong>Power:</strong> 127bhp</p>

<p><strong>Torque:</strong> 154Nm</p>

<p><strong>Range:</strong> 468km (ARAI)</p>

<p><strong>Price:</strong>&nbsp;Rs 12.59 Lakh (ex-showroom)</p>

<p><strong>X-Factor:&nbsp;</strong><em>Aggressive pricing and the absence of direct rivals make this a default choice.</em></p>

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

            </td>
            <td>
                <p><strong>Cons</strong><br>
                    • Space, brakes</p>
            </td>
        </tr>
    </tbody>
</table>

<p>[/tab]</p>

<p>[/tabs]</p>

Tata Punch EV First Drive Review - Upper Cut for Rivals

With new battery options, improved efficiency, and prices slashed by up to Rs 1.85 lakh, the updated Tata Punch EV aims to strengthen its grip on the compact EV segment.

<p>
    Want a three-row electric SUV under Rs 30 lakh? Get yourself a Mahindra XEV 9S. Case closed.</p>

<p>But… if you’re not obsessed with having an SUV and want a truly capable three-row electric family car, you should take a look at the Kia Carens Clavis EV before writing that cheque to your local Mahindra dealer. The Clavis EV offers comparable real-world performance, a similar set of usable features, and is, in fact, more spacious and more affordable. But is it a better bet than the XEV 9S in the larger scheme of things? Time to find out.</p>

<h2>Design &amp; Dimensions: SUV vs MPV Practicality Compared</h2>

<p>Let’s start with design. The Mahindra is an SUV, while the Kia is an MPV, and honestly, there’s no comparison if all you want is road presence. The 9S is big, burly, and in-your-face. You see it in your rear-view mirror, you’re probably moving aside.</p><p>That said, when you see the Clavis EV in your ORVM, you might mistake it for an SUV, too. Its upright, muscular, and aggressive front end, combined with a sleek LED DRL strip, gives it a surprisingly tough face.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/02/Mahindra-XEV-9S-vs-Kia-Carens-Clavis-EV-1-1770705764294.webp" alt="Mahindra XEV 9S vs Kia Carens Clavis EV-1.jpg" style="width: 100%; height: auto;">
      </div>
    </p>







<p>Walk around to the side, though, and its MPV proportions become obvious. It’s lower and longer, and it rides on smaller 17-inch wheels (vs 18-inch). The rear tells the same story. The Kia’s design is clean and modern, but nowhere near as butch as the XEV. The Mahindra is longer, wider, and taller, too.</p><p>If you want to make a bold statement with your seven-seat EV, the XEV is the default choice. If you prefer something more subtle yet contemporary, the Clavis EV fits the bill.</p>







<h2>Battery Options, Range, Performance &amp; Charging Comparison</h2>

<p>Before we get to our tests, let’s talk numbers. The Mahindra offers three battery options: 59kWh, 70kWh, and 79kWh. The Kia gets two – 42kWh and 51.4kWh. On capacity alone, the Mahindra has a clear advantage. However, the Kia uses NMC battery chemistry, while the XEV uses LFP cells. This chemistry gives the Clavis EV a higher energy density and a more compact battery pack.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/02/Mahindra_XEV_9S_vs_Kia_Carens_Clavis_EV_autoX_Comparison_Review_1-1771225767591.webp" alt="Mahindra_XEV_9S_vs_Kia_Carens_Clavis_EV_autoX_Comparison_Review_1.jpg" style="width: 100%; height: auto;">
      </div>
    </p><p>Claimed ranges for the Mahindra are 521km, 600km, and 679km, depending on the pack. The Kia offers 404km with the smaller battery and 490km with the larger one. The Mahindra also supports up to 180kW DC fast charging, while the Kia supports up to 100kW. Realistically, that’s not a major disadvantage for the Kia, since 100kW+ chargers are still relatively rare even in major metro cities.</p>







<p>Performance is where the XEV stretches its legs. The 79kWh version on test produces 282bhp and 380Nm. Even the smallest battery version produces 228bhp, with torque unchanged. The Kia, in comparison, is significantly less powerful – the larger battery version makes 169bhp and 255Nm, while the smaller one produces 133bhp with the same torque. The Kia is front-wheel drive; the XEV 9S is rear-wheel drive.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/02/Mahindra-XEV-9S-Front-Three-Quarter-1770705784466.webp" alt="Mahindra XEV 9S-Front-Three-Quarter.jpg" style="width: 100%; height: auto;">
      </div>
    </p><p>Suspension hardware also favours the Mahindra. It offers frequency-dependent dampers or semi-active suspension on higher variants, along with a multi-link independent rear suspension. The Clavis EV sticks to a more conventional non-adjustable setup and gets a torsion beam at the rear. On paper, then, the XEV 9S is the superior machine in most departments. However, there’s one critical area where the Kia pulls ahead – wheelbase. The Clavis EV’s 2,780mm wheelbase is 18mm longer than the XEV’s 2,762mm. That small difference makes a surprisingly big impact for third-row passengers.<br></p>







<h2>Third-Row Space &amp; Comfort: Which EV Is More Practical?</h2>

<p>Since third-row usability is a top priority for buyers in this segment, we started right at the back.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/02/Kia-Carens-Clavis-EV-Rear-Seat-Space-1770705804278.webp" alt="Kia Carens Clavis EV-Rear-Seat-Space.jpg" style="width: 100%; height: auto;">
      </div>
    </p>

<p>Ingress and egress first. Thanks to its one-touch tumble function and lower floor, getting into the Kia’s third row is quicker and easier than in the Mahindra, which lacks a similarly convenient folding mechanism. The Carens’ third row is genuinely usable for two average-sized adults. There’s decent legroom, acceptable headroom, and the seats are soft and accommodating. It’s not luxurious, but you could sit here for 3–4 hours without feeling the need to take a break. The backrest reclines, making it easier to find a comfortable position. You also get USB-C ports, AC vents, and cupholders. The only downside is the small windows, which make the space feel a bit claustrophobic.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/02/Mahindra-XEV-9S-Rear-Seat-Space-1770705951771.webp" alt="Mahindra XEV 9S-Rear-Seat-Space.jpg" style="width: 100%; height: auto;">
      </div>
    </p><p>In the Mahindra, the third-row experience is noticeably inferior. The floor is high, so your knees sit uncomfortably elevated. Headroom is tight, and the seat cushioning is much firmer than in the Kia. There are no USB ports either – just a 12V socket. It feels cramped overall. While the Kia’s third row is genuinely usable, the Mahindra’s feels more like an emergency seat, best reserved for kids under 10 – or maybe the family pet.</p>







<p>Ride quality at the back further widens the gap. The XEV’s suspension is overly soft, resulting in constant vertical movement. It feels floaty, never quite settling, and can induce motion sickness.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/02/Kia-Carens-Clavis-EV-Long-Term-Report-February-2026-1770874797965.webp" alt="Kia-Carens-Clavis-EV-Long-Term-Report-February-2026.jpg" style="width: 100%; height: auto;">
      </div>
    </p><p>In comparison, the Kia’s ride is more balanced. It’s slightly firm, and NVH levels are higher – you hear more wind, tyre, and suspension noise – but at least the occupants don't get tossed around. If third-row comfort is your top priority, the Clavis EV wins this round convincingly.</p><h2>Second-Row Space, Features &amp; Comfort Comparison</h2>

<p>The second-row. This is where the XEV 9S claws back some points.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/02/Mahindra_XEV_9S_vs_Kia_Carens_Clavis_EV_autoX_Comparison_Review_2-1771225862829.webp" alt="Mahindra_XEV_9S_vs_Kia_Carens_Clavis_EV_autoX_Comparison_Review_2.jpg" style="width: 100%; height: auto;">
      </div>
    </p><p>It offers more creature comforts – ventilated seats, a wireless phone charger, and electric ‘Boss Mode’ controls to slide and fold the front passenger seat. There’s also slightly more space for the middle passenger, along with a proper headrest.</p><p>The Clavis EV’s second row is a bit narrower, but in terms of comfort, it’s just as good, if not better. The seats are softer and feel more supportive. You don’t get ventilation, but there are USB ports, a storage tray behind the front passenger seat, and a V2L charging socket – something the Mahindra misses.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/02/Mahindra_XEV_9S_vs_Kia_Carens_Clavis_EV_autoX_Comparison_Review_3-1771225883076.webp" alt="Mahindra_XEV_9S_vs_Kia_Carens_Clavis_EV_autoX_Comparison_Review_3.jpg" style="width: 100%; height: auto;">
      </div>
    </p><p>However, the air purifier mounted behind the driver’s seat reduces knee room for the passenger behind, and its hard plastic housing rubbing against your knees can be uncomfortable on longer drives.</p>







<p>In terms of cabin fit and finish, both vehicles are evenly matched. Each features a generous use of soft-touch materials and high-quality plastic panels.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/02/Mahindra-XEV-9S-View-Of-Steering-Console-And-Instrumentation-1770705924550.webp" alt="Mahindra XEV 9S-View-Of-Steering-Console-And-Instrumentation.jpg" style="width: 100%; height: auto;">
      </div>
    </p><p> However, the gloss-black finish on the Mahindra’s steering wheel looks and feels a bit tacky compared to the Kia’s squircle steering.</p>

<h2>Driving Experience, Performance &amp; Ride Quality Tested</h2>

<p>Our test cars were top-spec versions, so the XEV 9S naturally had the performance edge. As expected, the Mahindra is quicker in a straight line, though the acceleration isn’t as dramatic as the numbers suggest.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/12/Mahindra_XEV_9S_Review_Left_Side_Front_Left_Quarter_Dynamic_autoX.jpg-1765772227746.webp" alt="Mahindra_XEV_9S_Review_Left_Side_Front_Left_Quarter_Dynamic_autoX.jpg.jpg" style="width: 100%; height: auto;">
      </div>
    </p><p>It did 0–100km/h in 7 seconds flat (GPS-verified), but the power delivery is smooth and progressive – appropriate for its target audience.</p>

<p>Handling, however, is a mixed bag. The steering feels artificial in all modes. And even with its semi-adaptive suspension in the firmer ‘Race’ mode, the rear end still feels a bit floaty. It’s a decent handler, but not particularly engaging or confidence-inspiring when pushed, largely due to its weight and soft setup.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/01/Kia-Carens-Clavis-EV-Long-Term-Report-January-2026-1768902732239.webp" alt="Kia-Carens-Clavis-EV-Long-Term-Report-January-2026.jpg" style="width: 100%; height: auto;">
      </div>
    </p>

<p>The Clavis, being lighter and lower, feels more car-like from behind the wheel. It’s not exciting, but it’s easy, predictable, and comfortable. Despite having roughly 100bhp less than the Mahindra, it was only 1 second slower to 100km/h, taking 8 seconds.</p>

<p>The steering is lifeless, though, and even in its sportiest setting, it doesn’t weigh up much. There’s noticeable body roll and some chassis flex in faster corners, but drive it sensibly – like a responsible family chauffeur – and it feels perfectly adequate.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/02/Mahindra_XEV_9S_vs_Kia_Carens_Clavis_EV_autoX_Comparison_Review_4-1771225906331.webp" alt="Mahindra_XEV_9S_vs_Kia_Carens_Clavis_EV_autoX_Comparison_Review_4.jpg" style="width: 100%; height: auto;">
      </div>
    </p>

<p>One area of concern is braking from high speeds. The rear can feel a bit unsettled during emergency stops. The Mahindra, in comparison, feels more planted and confidence-inspiring under hard braking, even though both cars run disc brakes all around.</p>

<p>As for range, the XEV’s larger battery pack delivers a higher real-world figure. In our tests, it managed around 450-460km on a full charge in mixed driving conditions, compared to the Clavis EV’s 350–360km. If you do long-distance driving, the Mahindra will bring you more peace of mind.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/02/Mahindra-XEV-9S-Space-1770705967263.webp" alt="Mahindra XEV 9S-Space.jpg" style="width: 100%; height: auto;">
      </div>
    </p><p>And in case you’re travelling for a few days, the Mahindra offers more space for your luggage, thanks to its large 150-litre capacity frunk (vs 25-litre in the Kia) on top of its boot space. That said, the Kia’s boot is slightly larger than the Mahindra’s.</p>

<h2>Features, ADAS &amp; In-Car Technology Compared</h2>

<p>The XEV 9S’ main USP is that it packs new technology and a bucketload of features as compared to the Clavis EV. Make no mistake, the Kia is decently kitted out, too – dual 12.3-inch screens, ventilated seats, Level 2 ADAS, and a lot more.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/01/Mahindra-XUV-9S-Adaptive-Cruise-ADAS-1768389944320.webp" alt="Mahindra XUV 9S Adaptive Cruise ADAS.jpg" style="width: 100%; height: auto;">
      </div>
    </p><p>But the XEV one-ups it with three displays, a stunning VR-augmented head-up display, Level 2+ ADAS – winner of our Mega ADAS Test 3.0 – and a lot more gizmos. If you’re nerdy like that, the Mahindra offers way more feel-good equipment compared to the Kia. However, if you prefer a relatively less-cluttered space, the Clavis EV is a better choice.</p>

<h2>Final Verdict: Which Three-Row Electric Family Car Wins?</h2>

<p>As it turns out, the Carens Clavis EV is the better of the two three-row electric family cars. If your top priority is space and comfort for all seven occupants, this is a no-brainer.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/02/Mahindra-XEV-9S-vs-Kia-Carens-Clavis-EV-2-1770706000196.webp" alt="Mahindra XEV 9S vs Kia Carens Clavis EV-2.jpg" style="width: 100%; height: auto;">
      </div>
    </p><p>However, if you want to tick the third-row option on the checklist, and do not necessarily need it, the XEV 9S delivers more visual drama, stronger performance, longer range, and a more extensive feature list. In the end, it all comes down to who you allow to take the final call – your head or your heart.
</p>





<p>[tabs]</p>

<p>[tab title="<strong>Kia Carens Clavis EV</strong>"]</p>

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

<p><strong>Battery:</strong> 51.4kWh</p>

<p><strong>Power:</strong> 169bhp</p>

<p><strong>Torque:</strong> 255Nm</p>

<p><strong>Range:</strong> 490km (MIDC)</p>

<p><strong>Price:</strong>&nbsp;Rs 24.49 lakh, ex-showroom</p>

<p><strong>X-Factor:&nbsp;</strong><em>A no-nonsense three-row EV that delivers exactly what it promises.</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, comfy, drives well</p>

            </td>
            <td>
                <p><strong>Cons</strong><br>
                    • Missing features, high NVH, real-world range</p>
            </td>
        </tr>
    </tbody>
</table>

<p>[/tab]</p>

<p>[tab title="<strong>Mahindra XEV 9S</strong>"]</p>

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

<p><strong>Battery:</strong> 79kWh</p>

<p><strong>Power:</strong> 282bhp</p>

<p><strong>Torque:</strong> 380Nm</p>

<p><strong>Range:</strong> 679km (MIDC)</p>

<p><strong>Price:</strong>&nbsp;Rs 29.45 lakh, ex-showroom</p>

<p><strong>X-Factor:&nbsp;</strong><em>Want a fully-loaded three-row electric SUV under 30 lakh? This is your only option!</em></p>

<table cellpadding="1" cellspacing="1">
    <tbody>
        <tr>
            <td>
                <p><strong>Pros &nbsp;</strong>&nbsp; &nbsp;&nbsp;&nbsp; &nbsp;&nbsp;&nbsp;<br>
                    •&nbsp; Feature-packed, it’s an SUV!</p>

            </td>
            <td>
                <p><strong>Cons</strong><br>
                    • Bouncy ride, heavy, cramped third-row</p>
            </td>
        </tr>
    </tbody>
</table>

<p>[/tab]</p>

<p>[/tabs]</p>

Mahindra XEV 9S vs Kia Carens Clavis EV - Fam Jam

Mahindra XEV 9S or Kia Carens Clavis EV? Which is the better three-row electric family car under ₹30 lakh in India today?

<p>
    The Punch has been a strong performer for Tata Motors. This sub-compact SUV topped the sales charts in 2024, dethroning the long-reigning titans from Maruti Suzuki. Since then, however, sales figures for the Punch have dropped, prompting Tata to respond with a facelift. And that is how we got the new Punch. Crucially, it now comes with a more powerful engine option. The question, then, is simple: has Tata finally turned the Punch into a truly formidable performer?</p>

<h2>2026 Tata Punch Facelift Design and Interior Updates</h2>

<p>In typical facelift fashion, the Punch’s exterior has not changed dramatically but has been subtly tweaked. The grille between the DRLs is slimmer, and the LED headlamp clusters are more compact.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/01/Tata-Punch-Facelift-(3)-1768297849232.webp" alt="Tata Punch Facelift (3).jpg" style="width: 100%; height: auto;">
      </div>
    </p><p>Together, these changes give the front end a more EV-like appearance. Smarter-looking 16-inch alloys enhance the side profile, and I am glad Tata has retained the high-mounted rear door handles, as they preserve the Punch’s distinctive character.</p>
<p>Like almost every new car today, the Punch now features connected taillamps. While the light bar looks contemporary and smart, it also robs the car of some of the individuality that defined the older design.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/02/Tata-Punch-Rear-View-1770701145623.webp" alt="Tata Punch-Rear-View.jpg" style="width: 100%; height: auto;">
      </div>
    </p><p>Overall, the Punch still comes across as a smart and well-proportioned SUV, even if the rear now looks more generic.</p>







<p>The most noticeable visual change in the cabin is the new dual-tone seat upholstery, which lends the cabin a more spacious feel. The dashboard has a clean, uncluttered layout, and the seats now have improved under-thigh support – a genuinely welcome addition. The new two-spoke, illuminated steering wheel, also seen in other Tata models, looks futuristic, but has a glossy black finish in the middle that is a fingerprint magnet.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/02/Tata-Punch-View-Of-Steering-Console-And-Instrumentation-1770701163497.webp" alt="Tata Punch-View-Of-Steering-Console-And-Instrumentation.jpg" style="width: 100%; height: auto;">
      </div>
    </p><p>The same finish appears on the panel housing the new touch-based AC controls. Another new addition to this facelift is the 360-degree camera. The quality of the feed is average at best, but that’s not a big issue, given the segment the Punch sits in. I have mixed feelings about the 7-inch digital MID, too. While it displays a wealth of information, the user interface feels underdeveloped and somewhat amateurish.</p>
<p>The space in the second row remains largely unchanged. However, rear-seat passengers now benefit from the added under-thigh support, and Tata has finally included a three-point seatbelt for the middle occupant.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/02/Tata-Punch-front-seat-1770701173864.webp" alt="Tata Punch-front-seat.jpg" style="width: 100%; height: auto;">
      </div>
    </p><p>Unfortunately, there is no rear-seat load sensor, so you have to keep the seatbelts fastened even when no one is sitting there, or the warning chime will kick in.</p>







<h2>2026 Tata Punch Turbo and CNG-AMT Performance Review</h2>

<p>I had the opportunity to sample both the new 1.2-litre turbo-petrol engine and the CNG variant paired with the new AMT gearbox. The turbo-petrol engine left me genuinely impressed by just how potent it is. It accelerates with far greater urgency, cruises more comfortably at highway speeds, and makes overtaking significantly easier.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/02/Tata-Punch-Engine-1770701153079.webp" alt="Tata Punch-Engine.jpg" style="width: 100%; height: auto;">
      </div>
    </p><p>Combined with the Punch’s inherently good ride quality and responsive dynamics, the added performance makes it far more enjoyable to drive. Yes, the manual gearbox is slightly notchy, and the clutch lacks progressive feel; however, when driving enthusiastically, these things simply fade into the background. However, the engine is gruff and noticeably noisy.</p>
<p>The CNG-AMT combination is far more relaxed and noticeably slower. In CNG mode, acceleration is gentle to begin with, and the AMT takes its own sweet time to shift gears.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/02/Tata-Punch-gear-lever-1770701182792.webp" alt="Tata Punch-gear-lever.jpg" style="width: 100%; height: auto;">
      </div>
    </p><p>This configuration is clearly designed for convenience rather than outright performance. To that end, I do see the appeal of the CNG-AMT version of the Punch – it offers excellent fuel efficiency and the ease of an automatic.</p>









<h2>2026 Tata Punch Facelift Verdict: Is It Worth Buying?</h2>

<p>It is fair to say that, barring the addition of the new turbo-petrol engine, most of the changes to the Punch are incremental. The turbo motor undoubtedly adds a new layer of excitement, but the overall experience would have been better if Tata had also addressed refinement. The introduction of an AMT with the CNG variant, however, is a smart move, significantly broadening the Punch’s appeal and giving buyers a more appealing choice. The Punch’s biggest trump card remains its aggressive pricing. Many of its shortcomings are easier to overlook when you consider how competitively priced it is. So, while the updated Punch is not a radical departure from its predecessor, it continues to make a compelling case for itself in the sub-Rs 10 lakh segment.</p><iframe width="1425" height="500" src="https://www.youtube.com/embed/cbuVj1n2e6w" title="2026 Tata Punch Facelift: Owner’s Perspective | autoX" frameborder="0" allow="accelerometer; autoplay; clipboard-write; encrypted-media; gyroscope; picture-in-picture; web-share" referrerpolicy="strict-origin-when-cross-origin" allowfullscreen=""></iframe>




<p>[tabs]</p>

<p>[tab title="<strong>Tata Punch iTurbo</strong>"]</p>

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

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

<p><strong>Power:</strong> 118bhp</p>

<p><strong>Torque:</strong> 170Nm</p>

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

<p><strong>Price:</strong>&nbsp;Rs 9.99 lakh, ex-showroom</p>

<p><strong>X-Factor:&nbsp;</strong><em>A pocket-friendly SUV with plenty of features and flexibility.</em></p>

<table cellpadding="1" cellspacing="1">
    <tbody>
        <tr>
            <td>
                <p><strong>Pros &nbsp;</strong>&nbsp; &nbsp;&nbsp;&nbsp; &nbsp;&nbsp;&nbsp;<br>
                    •&nbsp; Powerful turbo engine, ride quality, smart design</p>

            </td>
            <td>
                <p><strong>Cons</strong><br>
                    • Clutch calibration, rear seat space</p>
            </td>
        </tr>
    </tbody>
</table>

<p>[/tab]</p>

<p>[tab title="<strong>Tata Punch iCNG</strong>"]</p>

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

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

<p><strong>Power:</strong> 86.5/72.3bhp</p>

<p><strong>Torque:</strong> 115/103Nm</p>

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

<p><strong>Price:</strong>&nbsp;Rs 10.54 lakh, ex-showroom</p>

<p><strong>X-Factor:&nbsp;</strong><em>A pocket-friendly SUV with plenty of features and flexibility.</em></p>

<table cellpadding="1" cellspacing="1">
    <tbody>
        <tr>
            <td>
                <p><strong>Pros &nbsp;</strong>&nbsp; &nbsp;&nbsp;&nbsp; &nbsp;&nbsp;&nbsp;<br>
                    •&nbsp; Powerful turbo engine, ride quality, smart design</p>

            </td>
            <td>
                <p><strong>Cons</strong><br>
                    • Clutch calibration, rear seat space</p>
            </td>
        </tr>
    </tbody>
</table>

<p>[/tab]</p>

<p>[/tabs]</p>

2026 Tata Punch Facelift First Drive Review – Counter Punch

The Punch is back in the ring with renewed bravado and a stronger arsenal, but can it finally deliver the knockout blow?

<p>
    The compact SUV has become the default choice for Indian buyers seeking the SUV form without the inconvenience that comes with owning one. As a result, the segment has not only expanded rapidly but also diversified dramatically. Carmakers now recognise that merely ticking feature boxes is no longer sufficient and that it’s essential for a product to have a distinct character to stand out. Consider the Kia Syros, for instance, which is engineered with a clear focus on space and comfort. Contrast that with the Skoda Kylaq, which prioritises driving engagement to such an extent that we previously included it in our hot hatch comparison. And then there is the updated Hyundai Venue, which enters the fray with added features and improved cabin space.</p><p>So, while all three occupy the same segment, they pursue mass appeal through very different approaches. The question, then, is simple: which one best suits your needs and is the better overall product? Let’s find out.</p>







<h2>Venue vs Kylaq vs Syros Design &amp; Road Presence</h2>

<p>Design is a matter of subjective preference, and these SUVs are no exception. Personally, I really like the clean, futuristic, and bold design of the Syros.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/02/Kia-Syros-Front-Three-Quarter-1770699998731.webp" alt="Kia Syros-Front-Three-Quarter.jpg" style="width: 100%; height: auto;">
      </div>
    </p><p>It is my favourite of the lot. The closed-off grille and the boxy proportions help it stand out from the crowd. Yes, from certain angles, it looks more like a tallboy than an SUV, but that is the only criticism I have. That said, I am well aware that many people dislike its styling. In fact, some openly despise it.</p><p>The Venue and the Kylaq, on the other hand, look far more like conventional SUVs.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/02/Hyundai-Venue-Skoda-Kylaq-1770699819138.webp" alt="Hyundai Venue-Skoda Kylaq.jpg" style="width: 100%; height: auto;">
      </div>
    </p><p>As a result, most buyers are likely to gravitate toward one of these two options for exterior design. Hyundai recently updated the Venue with a new front fascia and rear section, making it look more imposing. I still dislike the gaping maw created by the front grille, but the new boxy stance brings it closer to the traditional SUV silhouette. However, between the Venue and the Kylaq, I prefer the latter. The Kylaq has a simpler yet more cohesive face, and its smart 17-inch alloys add significantly to its visual appeal. Surprisingly, the Venue is the only SUV of the three to get 16-inch alloys, and those, too, are rather plain.</p>











<h2>Venue vs Kylaq vs Syros Interior Design, Features &amp; Cabin Experience Compared</h2>

<p>The Kylaq has a well-put-together interior, and the dashboard looks good, too. However, the extensive use of hard plastic surfaces does knock it down a notch compared to its rivals.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/02/Skoda-Kylaq-View-Of-Steering-Console-And-Instrumentation-1770699839201.webp" alt="Skoda Kylaq-View-Of-Steering-Console-And-Instrumentation.jpg" style="width: 100%; height: auto;">
      </div>
    </p><p>It also features an almost all-black cabin, which, while sporty in appearance, can feel slightly claustrophobic compared with the brighter interiors of the Venue and Syros. The Venue, with its updated dashboard, offers the brightest ambience of the three. I particularly like the new white inlay running across the middle of the dashboard and onto the door panels.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/02/Hyundai-Venue-View-Of-Steering-Console-And-Instrumentation-1770699645562.webp" alt="Hyundai Venue-View-Of-Steering-Console-And-Instrumentation.jpg" style="width: 100%; height: auto;">
      </div>
    </p><p>That said, I would not call it the most cohesive design overall. In my view, the Syros strikes the best balance, combining an airy feel with the most coherent and thoughtfully executed cabin design.</p><p>In terms of features, all three support wireless Android Auto and Apple CarPlay. However, the Kylaq lags behind because this feature is not standard and is reserved for higher trims. Both the Syros and Venue offer it as standard across the range.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/02/Hyundai-Venue-infotainment-screen-1770699669413.webp" alt="Hyundai Venue-infotainment-screen.jpg" style="width: 100%; height: auto;">
      </div>
    </p><p>Screen size is another area where the Kylaq trails with a 10-inch touchscreen, while the Syros and Venue both get larger 12.3-inch displays. Thankfully, all three systems are comparable in terms of touch response and overall functionality. The same applies to the instrument clusters. The Syros and Venue feature 12.3-inch digital units, whereas the Kylaq uses a smaller 7-inch display. Once again, functionality remains broadly similar across all three.</p><p>The Syros also gets an additional 5-inch screen positioned between the touchscreen and instrument cluster for climate control.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/02/Kia-Syros-infotainment-screen-1770699974243.webp" alt="Kia Syros-infotainment-screen.jpg" style="width: 100%; height: auto;">
      </div>
    </p><p>Now, I have always found screen-based AC controls cumbersome to use on the move, but thankfully, Kia has sensibly retained physical buttons for adjusting temperature and blower speed.</p>













<p>All three SUVs offer ventilated front seats, but the Syros goes a step further by providing ventilation for the second row seat base as well. It also includes the small but genuinely useful feature of one-touch operation for all four windows. Another point of differentiation is the sunroof: the Korean duo offer large panoramic units, while the Kylaq has a considerably smaller one.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/02/Skoda-Kylaq-Rear-Seat-Space-1770699882294.webp" alt="Skoda Kylaq-Rear-Seat-Space.jpg" style="width: 100%; height: auto;">
      </div>
    </p><p>Seat cushioning and overall comfort are commendable in all three, but I particularly like the bolstering on the Kylaq’s seats. They do the best job of ensuring comfort for occupants on longer journeys.</p>





<h2>Venue vs Kylaq vs Syros Rear Seat Space, Practicality &amp; Boot Capacity</h2>

<p>When it comes to the second-row experience, the Syros is comfortably the best of the lot. The space on offer is generous, the bench is supportive, and there are a few unique features. It is the only car on the list to offer an adjustable rear bench.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/05/1746786665315-xmrb-Sia-Syros-Front-Rear-Seat.webp" alt="Sia-Syros-Front-Rear-Seat.jpg" style="width: 100%; height: auto;">
      </div>
    </p><p>Not only can you vary the recline angle, but you can also slide the seat to increase the legroom. At six feet tall, I could sit with ample knee room, even without sliding the rear bench fully back, while the front seats were adjusted to my preference.</p>

<p>The Venue comes close in terms of outright space, while the Kylaq is clearly the most cramped. This is surprising when you consider the spec sheets, as the Kylaq actually has the longest wheelbase of the three, at 2,566 mm.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/02/Hyundai-Venue-Rear-Seat-Space-1770699692107.webp" alt="Hyundai Venue-Rear-Seat-Space.jpg" style="width: 100%; height: auto;">
      </div>
    </p><p>The Syros and Venue measure 2,550mm and 2,520mm, respectively. That said, the Kylaq’s rear seat is not completely unusable. It can comfortably accommodate two adults for shorter commutes.</p><p>The sliding rear bench in the Syros also helps expand boot space, bringing the maximum luggage capacity to 465 litres.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/02/KIa_Syros_Bootspace_vs_Venue_vs_Kylaq_autoX-1770718306537.webp" alt="KIa_Syros_Bootspace_vs_Venue_vs_Kylaq_autoX.jpg" style="width: 100%; height: auto;">
      </div>
    </p><p>The Venue and Kylaq offer similar boot volumes, with the Kylaq once again trailing the pack. This suggests that Skoda has, perhaps, not made the most efficient use of the available space, given that the Kylaq has the longest wheelbase.</p>







<h2>Venue vs Kylaq vs Syros Engine Options, Performance &amp; Driving Modes</h2>

<p>All three SUVs are offered with a 1.0-litre turbo-petrol engine, with the units in the Venue and Syros being identical. As a result, their output figures are also the same.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/02/Skoda-Kylaq-Engine-Close-Up-1770699870852.webp" alt="Skoda Kylaq-Engine-Close-Up.jpg" style="width: 100%; height: auto;">
      </div>
    </p><p>On paper, the Kylaq offers slightly less power but has a marginally higher torque figure. In real-world driving, all three deliver adequate performance. They have enough punch for quick overtakes and can maintain highway speeds comfortably, even with a completely occupied cabin.</p><p>That said, there are clear differences in how this performance is delivered. The Kylaq feels the most eager off the line, largely due to the pronounced surge you feel once the turbo kicks in.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/02/Hyundai-Venue-vs-Skoda-Kylaq-vs-Kia-Syros-2-1770699633070.webp" alt="Hyundai Venue vs Skoda Kylaq vs Kia Syros-2.jpg" style="width: 100%; height: auto;">
      </div>
    </p><p>The Syros and Venue, on the other hand, offer a more linear, progressive throttle response, which is better suited to urban driving. The presence of multiple drive and traction modes in these two further helps tailor the driving experience to varying conditions.</p>







<p>Where the Kylaq clearly falls behind is in powertrain choice. Both the Venue and Syros are also available with a frugal yet punchy 1.5-litre diesel engine, while the Venue also offers a 1.2-litre naturally aspirated petrol engine. This breadth of options makes the Venue the most versatile.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/02/Hyundai-Venue-Engine-Close-Up-1770699681979.webp" alt="Hyundai Venue-Engine-Close-Up.jpg" style="width: 100%; height: auto;">
      </div>
    </p><p>In fact, we tested the all-new (for the Venue) diesel-automatic variant in this comparison. The diesel motor is punchy, and the automatic gearbox is adequate for most driving conditions. The diesel motor also returns roughly 30-40% more mileage compared to the turbo-petrol. However, once you start pushing the Venue, you notice that the gearbox struggles to keep up. Another downside is the comparatively loud engine noise that seeps into the cabin.</p><p>It’s also worth noting that the higher trims of the Syros and Venue are equipped with Level 2 ADAS, which offers up to 16 autonomous safety features. The Kylaq, on the other hand, does not come with ADAS features. While not everyone values ADAS, having the option is undoubtedly beneficial.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/11/Venue_05-1762766737840.webp" alt="Venue_05.jpg" style="width: 100%; height: auto;">
      </div>
    </p><p>More importantly, both the Syros and Venue come with a surround-view camera system, but the Kylaq misses out. Even its rear-view camera lags behind in terms of resolution and overall image quality.</p>







<h2>Venue vs Kylaq vs Syros Ride Comfort, Handling &amp; Steering Feel</h2>

<p>When it comes to suspension tuning, the Venue is the most softly sprung of the lot. Both drivers and passengers will appreciate its ability to absorb rough city roads. However, this soft setup also makes it feel slightly bouncy at highway speeds, with noticeable body roll around sharper corners.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/02/Hyundai-Venue-side-profile-dynamic-1770699656640.webp" alt="Hyundai Venue-side-profile-dynamic.jpg" style="width: 100%; height: auto;">
      </div>
    </p><p>The light and rather lifeless steering only exacerbates the issue when driving enthusiastically. On the plus side, that same light steering makes the Venue easy to manoeuvre in traffic and effortless to park.</p><p>The Syros, by comparison, feels the stiffest, though it still delivers acceptable ride comfort.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/06/Kia-Syros-Long-Term-Report-June-2025-1749620940320.webp" alt="Kia-Syros-Long-Term-Report-June-2025.jpg" style="width: 100%; height: auto;">
      </div>
    </p><p>You can push it harder than the Venue without feeling unsettled, and the steering has more heft and accuracy, which further enhances the overall experience.&nbsp; <br></p>





<p>However, it is the Kylaq that stands out for its driving experience. It manages to combine a plush ride over most road imperfections with excellent body control through fast corners. While its absorption is not quite as plush as the Venue’s, it is noticeably better than the Syros’.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/02/Skoda-Kylaq-side-profile-dynamic-1770699829203.webp" alt="Skoda Kylaq-side-profile-dynamic.jpg" style="width: 100%; height: auto;">
      </div>
    </p><p>The steering is the most precise of the lot, and its size and shape feel spot-on. Overall, it strikes the best balance between passenger comfort and driver engagement. This is where the Kylaq’s European engineering truly shines.</p>

<h2>Verdict: Which Compact SUV Makes the Most Sense?</h2>

<p>Each SUV here targets a distinct type of buyer. They excel in different areas, and each makes a compelling case for themselves.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/02/Hyundai-Venue-vs-Skoda-Kylaq-vs-Kia-Syros-3-1770700019113.webp" alt="Hyundai Venue vs Skoda Kylaq vs Kia Syros-3.jpg" style="width: 100%; height: auto;">
      </div>
    </p><p>That said, the Syros emerges as the strongest all-rounder. It offers the most space, excellent comfort, and a satisfying driving experience. Its only real drawback is the polarising exterior design. Of the three, the Syros comes closest to being a true Jack of all trades.</p><p>If you can live with slightly compromised rear-seat space and have no interest in a diesel, the Kylaq is the next best choice. It delivers the highest level of driver engagement at a very attractive price point, making it the enthusiast’s pick of the trio. For younger buyers and those just starting a family, the Kylaq offers driving thrills unmatched in this segment.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/12/Hyundai-Venue-Front-1765435732621.webp" alt="Hyundai Venue-Front.jpg" style="width: 100%; height: auto;">
      </div>
    </p>





<p>The Venue sits somewhere between the Kylaq and the Syros. It does not encourage spirited driving, but its light steering and softly sprung suspension make it exceptionally easy to live with in urban environments. Space and features are both competitive, and it also benefits from the strongest brand value of the three, lending it added street credibility. Combined with the widest range of powertrain options, the Venue remains a sensible and well-rounded choice. It is not a weak contender by any measure; it simply has the misfortune of competing in a fiercely competitive segment</p><iframe width="1425" height="500" src="https://www.youtube.com/embed/bO4zvAK6OEg" title="Kylaq vs Venue vs Syros - Driving Fun vs Smart Tech | autoX Comparison" frameborder="0" allow="accelerometer; autoplay; clipboard-write; encrypted-media; gyroscope; picture-in-picture; web-share" referrerpolicy="strict-origin-when-cross-origin" allowfullscreen=""></iframe>




<p>[tabs]</p>

<p>[tab title="<strong>Hyundai Venue</strong>"]</p>

<p><strong>Engine:</strong> 1,493cc 4-Cylinder</p>

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

<p><strong>Power:</strong> 113.9bhp</p>

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

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

<p><strong>Price:</strong>&nbsp;Rs 15.69 lakh Ex showroom</p>

<p><strong>X-Factor:&nbsp;</strong><em>The SUV that combines space, features and brand power in a single package.</em></p>

<table cellpadding="1" cellspacing="1">
    <tbody>
        <tr>
            <td>
                <p><strong>Pros &nbsp;</strong>&nbsp; &nbsp;&nbsp;&nbsp; &nbsp;&nbsp;&nbsp;<br>
                    •&nbsp; Absorbent ride, powertrain variety</p>

            </td>
            <td>
                <p><strong>Cons</strong><br>
                    • Lifeless steering</p>
            </td>
        </tr>
    </tbody>
</table>

<p>[/tab]</p>

<p>[tab title="<strong>Skoda Kylaq</strong>"]</p>

<p><strong>Engine:</strong> 999cc, 3-Cylinder</p>

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

<p><strong>Power:</strong> 114bhp</p>

<p><strong>Torque:</strong> 178Nm</p>

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

<p><strong>Price:</strong>&nbsp;Rs 12.99 lakh Ex showroom</p>

<p><strong>X-Factor:&nbsp;</strong><em>The most fun to drive SUV in the segment.</em></p>

<table cellpadding="1" cellspacing="1">
    <tbody>
        <tr>
            <td>
                <p><strong>Pros &nbsp;</strong>&nbsp; &nbsp;&nbsp;&nbsp; &nbsp;&nbsp;&nbsp;<br>
                    •&nbsp; Smart design, sporty handling</p>

            </td>
            <td>
                <p><strong>Cons</strong><br>
                    • Space, cabin plastics</p>
            </td>
        </tr>
    </tbody>
</table>

<p>[/tab]</p>

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

<p><strong>Engine:</strong> 998cc, 3-Cylinder</p>

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

<p><strong>Power:</strong> 118.4bhp</p>

<p><strong>Torque:</strong> 172Nm</p>

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

<p><strong>Price:</strong>&nbsp;Rs 15.29 lakh Ex showroom</p>

<p><strong>X-Factor:&nbsp;</strong><em>The most complete family offering in the sub-4m space.</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, flexible boot space</p>

            </td>
            <td>
                <p><strong>Cons</strong><br>
                    • Polarising design</p>
            </td>
        </tr>
    </tbody>
</table>

<p>[/tab]</p>

<p>[/tabs]</p>

Hyundai Venue vs Skoda Kylaq vs Kia Syros - Three of a Kind

They share a segment but not a philosophy. Space, features and driving feel set these compact SUVs apart – we tell you which suits you best.

<p>
    The upper middle class is a bit like the middle child of the modern world. Too "poor" for business class, yet not ordinary enough to fly economy. Can afford a penthouse, but can’t quite gather the gumption to buy an independent villa. Permanently stuck in the neither-here-nor-there zone.</p>





<p>Car buying isn’t any easier for this lot. This buyer doesn’t want your usual Cretas, Seltos, or XUVs. But splurging a fortune on a full-blown German luxury barge? That feels excessive. And they’re far too savvy to be swayed by entry-level Audi, BMW, or Merc luxury cars – because those often feel like badge-first, product-second propositions.</p><p>So, for anyone shopping in the ₹35–60 lakh bracket, the options – across body styles – are surprisingly slim. Strip EVs out of the equation, and Toyota practically has a monopoly. Sedan? Camry. That’s it. MPV? Innova Hycross, unchallenged. SUV? The Fortuner still rules the roost.</p>

<p>Few carmakers have dared to take on Toyota here. But now, the Germans are finally showing signs of resistance. Skoda brought back the Kodiaq in 2025, and Volkswagen has entered the ring with the new Tayron R-Line.</p><div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/02/VW-Tayron-R-Line-Side-Profile-1770354383653.webp" alt="VW Tayron R-Line-Side-Profile.jpg" style="width: 100%; height: auto;">
      </div>
    <p>Think of it as a Kodiaq in a VW suit. Or, more accurately, an XL version of the Tiguan R-Line. But this isn’t just badge engineering. VW India is betting big on it. Unlike the CBU-only Tiguan R-Line, the Tayron will be locally assembled. It also packs more features than the Kodiaq. There’s a reason VW is calling it their new flagship, you know…</p>











<h2>Volkswagen Tayron R-Line&nbsp;Exterior Design</h2>

<p>If the Tayron looks familiar, that’s because it is. Its design closely mirrors the Tiguan R-Line – sleek, sporty, and understated. It doesn’t scream for attention, but it has presence.
      
     R-Line touches like the bold grille, strong proportions, and 19-inch alloys give it a clean yet commanding stance.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/02/VW-Tayron-R-Line-Front-1770354756241.webp" alt="VW Tayron R-Line-Front.jpg" style="width: 100%; height: auto;">
      </div>
    </p><p>The illuminated VW logo and light bar at the front and rear add some visual drama – arguably, the only slightly flashy bits in an otherwise subtle design. The real difference from the Tiguan lies in the size. Because of the additional row of seats, the wheelbase has stretched to 2,789mm – 109mm longer than the Tiguan.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/02/VW-Tayron-R-Line-Side-Profile-2-1770354290333.webp" alt="VW Tayron R-Line-Side-Profile-2.jpg" style="width: 100%; height: auto;">
      </div>
    </p><p>At 4,792mm, the Tayron is a substantial 253mm longer overall. In profile, it looks noticeably bigger, with long overhangs that make it appear more estate-like than SUV-ish.</p>







<h2>Volkswagen Tayron R-Line Interior &amp; Features</h2>

<p>Inside, it’s classic Volkswagen. Doors shut with a reassuring thud, materials feel solid, and ergonomics are spot-on. The dashboard is dominated by a 15-inch touchscreen infotainment system that’s crisp, responsive, and easy to navigate.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/02/VW-Tayron-R-Line-View-Of-Steering-Console-And-Instrumentation-1770354409424.webp" alt="VW Tayron R-Line-View-Of-Steering-Console-And-Instrumentation.jpg" style="width: 100%; height: auto;">
      </div>
    </p><p>What’s less impressive is the heavy reliance on touch controls for most functions – not the most intuitive setup on the move. The all-black theme feels premium but also makes the cabin feel a bit closed in.</p><p>In terms of creature comforts, VW has clearly learned from the Tiguan R-Line’s shortcomings and has loaded the Tayron to the gills. </p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/02/Volkswagen_Tayron_Review_autoX_Front_Seats-1770361792478.webp" alt="Volkswagen_Tayron_Review_autoX_Front_Seats.jpg" style="width: 100%; height: auto;">
      </div>
    </p><p>Heated, and ventilated front seats with massage function, heated steering wheel, 12-way electric front seats with memory function for the driver, large panoramic sunroof, Level 2 ADAS, ambient lighting, extendable under-thigh support for front seats, 3-zone climate control, gesture-controlled tailgate, 700W Harman Kardon sound system, and more are now part of the standard kit.</p>







<h2>Volkswagen Tayron R-Line Comfort and Practicality </h2>

<p>On paper, the Tayron’s headline USP is the third row. In reality, like the old Tiguan AllSpace, this is a 5+2, not a true 7-seater. The third row is tight.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/02/VW-Tayron-R-Line-Rear-Seat-Space-1770354443154.webp" alt="VW Tayron R-Line-Rear-Seat-Space.jpg" style="width: 100%; height: auto;">
      </div>
    </p><p>Anyone an inch above 5 ft. will struggle, and the lack of a one-touch tumble function makes accessing the third row hard work. The dark interior doesn’t help either. This set of seats is best reserved for short city runs or kids. The second row, however, is far more accommodating. There’s generous legroom, good under-thigh support, and enough space for adults on long drives.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/02/VW-Tayron-R-Line-Power-Window-Switches-1770354397471.webp" alt="VW Tayron R-Line-Power-Window-Switches.jpg" style="width: 100%; height: auto;">
      </div>
    </p><p>Rear occupants also get the essentials – 3-zone climate control, USB-C ports, and sun-blinds. The tall transmission tunnel will annoy the middle passenger, though.</p>







<h2>Volkswagen Tayron R-Line Engine &amp; Performance</h2>

<p>Under the hood sits the familiar 2.0-litre turbo-petrol producing 201bhp and 320Nm, paired with a 7-speed DSG and AWD.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/02/VW-Tayron-R-Line-Engine-1770354503571.webp" alt="VW Tayron R-Line-Engine.jpg" style="width: 100%; height: auto;">
      </div>
    </p><p>This engine is classic VW – refined, eager, and free-revving. It pulls strongly through the low and mid-range, and when pushed, it races to the redline without strain, accompanied by a raspy induction note. The DSG complements it beautifully with quick, smooth shifts and little gear hunting.</p><p>Performance is brisk. 0–100km/h comes up in 7.3 seconds, and if you keep your right foot planted to the floor, it’ll reach a top speed of 224km/h, provided you find a road long enough.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/02/VW-Tayron-R-Line-Front-Three-Quarter-1770354760573.webp" alt="VW Tayron R-Line-Front-Three-Quarter.jpg" style="width: 100%; height: auto;">
      </div>
    </p><p>The downside? Fuel efficiency. If you see double-digit km/l figures, treat it as a personal achievement. A diesel in this application is sorely missed.</p><p>A big improvement over the Tiguan R-Line is ride quality. The suspension has been retuned for Indian conditions, and it shows. Low-speed ride is far more forgiving, while high-speed composure remains excellent. The Kodiaq still feels a touch more supple, but the Tayron is no longer brittle. The secondary ride can feel slightly choppy over rough patches, though. Where the Tayron really shines is handling.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/02/VW-Tayron-R-Line-Rear-Three-Quarter-1770354470889.webp" alt="VW Tayron R-Line-Rear-Three-Quarter.jpg" style="width: 100%; height: auto;">
      </div>
    </p><p>It feels taut, responsive, and remarkably agile for its size. Body control is excellent, grip levels are high, and it shrinks around you when you start driving enthusiastically. </p><p>VW has managed to retain the Tiguan R-Line’s dynamic character while adding more space and comfort – quite impressive. That said, DCC or adaptive dampers aren’t being offered in India. Not a dealbreaker per se, but would have been nice to get an extra layer of adjustability.</p>













<h2>Volkswagen Tayron R-Line Verdict</h2>

<p>Volkswagen hasn’t announced prices yet, but since it’s locally assembled, expect a sticker of just under Rs 50 lakh (ex-showroom). At that price, its main rivals will be the Kodiaq and the Fortuner. Compared to the Kodiaq, the Tayron feels more modern, gets extra features, and is the more engaging SUV to drive. Against the Fortuner, it loses out on brand image, a diesel engine, and Toyota’s bulletproof reputation.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/02/VW-Tayron-R-Line-Rear-Static-1770354781474.webp" alt="VW Tayron R-Line-Rear-Static.jpg" style="width: 100%; height: auto;">
      </div>
    </p><p>But, on the flip side, it doesn’t drive like a boat or ride like a truck, and doesn’t feel a decade old inside. So, unless you’re planning a future in politics – where a Fortuner is practically a uniform – there’s very little objective reason to pick it over the Tayron. For the upper-middle-class buyer stuck in automotive limbo, the Tayron R-Line might just be the sweet spot.
</p>










<p>[tabs]</p>

<p>[tab title="<strong>Volkswagen Tayron R-Line</strong>"]</p>

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

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

<p><strong>Power:</strong> 201bhp</p>

<p><strong>Torque:</strong> 320Nm</p>

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

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

<p><strong>X-Factor:&nbsp;</strong><em>Hatchback-like driving dynamics, sedan-like comfort, and SUV-like practicality. The Tayron R-Line has it all!</em></p>

<table cellpadding="1" cellspacing="1">
    <tbody>
        <tr>
            <td>
                <p><strong>Pros &nbsp;</strong>&nbsp; &nbsp;&nbsp;&nbsp; &nbsp;&nbsp;&nbsp;<br>
                    •&nbsp; Performance, driving dynamics, feature-packed</p>

            </td>
            <td>
                <p><strong>Cons</strong><br>
                    • Cramped third-row, no diesel engine on offer</p>
            </td>
        </tr>
    </tbody>
</table>

<p>[/tab]</p>

<p>[/tabs]</p>

Volkswagen Tayron R-Line Review - The Middle Path

Find the Fortuner too crude? Too discerning to fall for the entry-level luxury car trap? The Volkswagen Tayron R-Line, then, is made for you.

<p>
    At a time when poor AQI dominates prime-time headlines, introducing a drop-top convertible might seem hopelessly out of touch. But Mini India doesn’t care one bit, which is why the Cooper S Convertible has returned to our roads. If we’re all destined to go out choking, you might as well do it in style, right? Honestly speaking – no matter how tone-deaf it sounds – I’m completely on board with that philosophy!</p>

<h2>Mini Cooper S Convertible Design </h2>

<p>The Mini Cooper is one of the most recognisable shapes in the automotive world, and it also happens to be the most revered nameplate in Mini’s global lineup. The convertible version doesn’t dilute that identity one bit. In fact, it amplifies it. It has the same familiar ingredients, the same unmistakable design DNA, and plenty of X-factor. I’d even go so far as to say it’s cooler than the regular three-door Cooper – simply because it’s a soft-top.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/12/MINI-Cooper-S-2-1765454118422.webp" alt="MINI Cooper S 2.jpg" style="width: 100%; height: auto;">
      </div>
    </p><p>The fabric roof can fold and retract in just 18 seconds, making it impressively convenient. You can also open it partially, using it like a large sunroof, which is perfect if you want a bit of fresh air without fully committing to open-top motoring.</p><h2>Mini Cooper S Convertible Engine and Performance</h2><p>Powering the Cooper S Convertible is BMW’s familiar 2.0-litre, four-cylinder turbocharged petrol engine. It produces 201bhp and 300Nm of torque, which may not sound like much, but for a pint-sized drop-top, those are solid numbers.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/12/MINI-Cooper-S-9-1765454126076.webp" alt="MINI Cooper S 9.jpg" style="width: 100%; height: auto;">
      </div>
    </p><p> Mini claims it can do the 0-100km/h sprint in just 6.9 seconds – not quick-quick but quite brisk. The drive goes to the front-wheels via a 7-speed dual-clutch transmission, and top speed is electronically limited to 240km/h.</p>







<p>I drove the car in and around Jaisalmer, where you get a mix of long straights, some bumpy sections, moderate city traffic, and some lovely winding roads. Surprisingly, it felt right at home. The engine is super refined, with the transmission complementing it with smooth and swift shifts.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/01/Mini-Cooper-S-Convertible_Steering-Console-And-Instrumentation-1768289082202.webp" alt="Mini Cooper S Convertible_Steering-Console-And-Instrumentation.jpg" style="width: 100%; height: auto;">
      </div>
    </p><p>There’s a noticeable bit of torque steer during full-bore acceleration runs, but nothing hairy, really. It adds a bit of theatre to the driving experience. The exhaust is muted – a bit of a downer – though sportier profiles (modes), especially Go-Kart, add piped-in engine noise through the speakers.</p><h2>Mini Cooper S Convertible Suspension Comfort and Handling</h2><p>Interestingly, it not only felt plenty fast but also absorbed road imperfections quite adeptly. Sure, it doesn’t have a magic-carpet ride, but it’s not a spine-crusher either. However, at slow speeds around town, the suspension shows its ’sporty’ side. It’s firm, and combined with the short wheelbase, the car doesn’t feel particularly surefooted when you encounter undulations.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/12/MINI-Cooper-S-1-1765454112176.webp" alt="MINI Cooper S 1.jpg" style="width: 100%; height: auto;">
      </div>
    </p>







<p>Handling is sharp and predictable, and it turns in like a go-kart, indeed. However, the steering wheel is as lively as a dead fish – it feels numb and offers little to no feedback. Adding to that sense of detachment is the absence of paddle shifters, which is disappointing in a performance-oriented car like this.</p>





<h2>Mini Cooper S Convertible Interior, Space and Features</h2>

<p>The cabin features the signature Mini design elements, including the knitted dashboard and the chunky Mini steering wheel. The large circular infotainment system is a highlight – it’s crisp, high-definition, and works seamlessly. </p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/01/Mini-Cooper-S-Convertible_-instrument-cluster-1768289065091.webp" alt="Mini Cooper S Convertible_ instrument-cluster.jpg" style="width: 100%; height: auto;">
      </div>
    </p><p>At the back, there are seats for two additional passengers, making it technically a four-seater. Headroom is not a problem at the back, obviously, but legroom is almost non-existent, rendering the rear seats largely unusable for adults.</p>

<h2>Mini Cooper S Convertible Review Verdict</h2>

<p>Mini is positioning the Cooper S Convertible as a lifestyle product infused with classic Mini DNA, and in that respect, it ticks almost all the right boxes. It delivers performance, carries an undeniable cool factor, wears an iconic badge, and promises open-top fun in a compact package.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/01/Mini-Cooper-S-Convertible_Rear-Three-Quarter-1768289089130.webp" alt="Mini Cooper S Convertible_Rear-Three-Quarter.jpg" style="width: 100%; height: auto;">
      </div>
    </p><p>Plus, at Rs 58.50 lakh (ex-showroom), it has become the most affordable convertible in the country. For someone who wants a fun-to-drive car with a premium badge and oodles of X-factor, there is very little to fault with the Cooper S Convertible…except, perhaps, the not-so-convertible-friendly AQI.
</p>




<p>[tabs]</p>

<p>[tab title="<strong>Mini Cooper S Convertible </strong>"]</p>

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

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

<p><strong>Power:</strong> 201bhp</p>

<p><strong>Torque:</strong> 300Nm</p>

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

<p><strong>Price:</strong>&nbsp;Rs 58.50 Lakh, ex-showroom</p>

<p><strong>X-Factor:&nbsp;</strong><em>Iconic badge, go-kart handling, open-top fun, and it’s also the most affordable convertible in the country now. </em></p>

<table cellpadding="1" cellspacing="1">
	<tbody>
		<tr>
			<td>
			<p><strong>Pros &nbsp;</strong>&nbsp; &nbsp;&nbsp;&nbsp; &nbsp;&nbsp;&nbsp;<br>
			•&nbsp; Styling, X-factor, surprisingly practical &amp; fun</p>

			</td>
			<td>
			<p><strong>Cons</strong><br>
			• Not an outright driver’s car; feels a bit detached</p>
			</td>
		</tr>
	</tbody>
</table>

<p>[/tab]</p>

<p>[/tabs]</p>

Mini Cooper S Convertible First Drive Review - Air Time

In an era of worsening air quality, launching a drop-top seems odd. Yet Mini India has reintroduced the Cooper S Convertible. We drove it to find out more.

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