Find the car reviews on upcoming and new cars in India from the experts. Get details on performance, handling, rideability, safety features, car comparisons.

<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>

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	<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.

<p>
    Back in 2019, Kia made its Indian debut with the Seltos – a disruptor designed to take on the segment-defining Hyundai Creta. It succeeded remarkably, clocking over 5.8 lakh units in just over six years. However, the goalposts have moved. The C-segment SUV market has exploded in volume, and the competition has intensified further with the arrival of the Tata Sierra and the impending launch of the Renault Duster. In response, Kia has skipped the facelift route and gone straight for a bold, second-generation overhaul. We headed to Bangalore to see if this new iteration can shift the status quo once again.</p>

<h2>New Kia Seltos Platform and Design: Bigger, Stronger, More Muscular</h2>

<p>The most significant change lies beneath the skin. This isn’t a mere evolution; it carries over almost nothing from its predecessor. Built on the brand’s global K3 platform, the Seltos has grown by 95mm, stretching to nearly 4,460mm in length. This growth spurt, coupled with a wheelbase extended by 80mm to 2,690mm, gives it a significantly more commanding presence on the tarmac.</p><div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/01/Kia-Seltos_-Front-Three-Quarter-1768298159185.webp" alt="Kia Seltos_ Front-Three-Quarter.jpg" style="width: 100%; height: auto;">
      </div>
    <p>Crucially, the K3 platform brings a stiffer structural frame. According to Kia, the new architecture delivers vastly improved torsional rigidity. This isn’t just a marketing buzzword in this instance; it’s a fundamental shift that improves crash protection - with six airbags now standard across all trims - and provides a more stable foundation for the improved suspension. This structural integrity allows for better weight distribution and lower NVH (Noise, Vibration, and Harshness) levels, which was a point of criticism in the previous generation.</p>







<p>Visually, the styling is unapologetically muscular, adopting the Opposites United philosophy seen on all the latest Kias. The massive Digital Tiger Face grille dominates the fascia, flanked by DRLs pushed to the outer edges to emphasise width. The new Star Map LED lighting signature at both ends creates a high-tech look. The 18-inch crystal-cut alloys fill the arches perfectly, lending it an athletic stance. Gone are the soft curves of the previous car, replaced by flat surfaces and sharp, aggressive lines. At the rear is a full-width LED light bar that is instantly recognisable at night.</p>





<h2>Kia Seltos Interior Review: Tech-Loaded, Premium and More Spacious</h2>

<p>Step inside, and the leap in quality is startling. The cabin follows the new design language debuted in the Syros, centred around the Trinity Panoramic Display. This single curved housing integrates twin 12.3-inch screens for the instrument cluster and infotainment, but adds a third, dedicated 5-inch HVAC touch panel in between. It strikes a rare balance between futuristic tech and ergonomic common sense.</p><div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/01/Kia-Seltos_View-Of-Steering-Console-And-Instrumentation-1768298116658.webp" alt="Kia Seltos_View-Of-Steering-Console-And-Instrumentation.jpg" style="width: 100%; height: auto;">
      </div>
    

<p>Thankfully, Kia hasn’t fallen into the trap of all-touch controls. Physical shortcut buttons are present for essential menus, a refreshing choice in an era where even headlight controls are increasingly buried in sub-menus. The materials used are top-tier; from the soft-touch dashboard finish to the tactile feedback of the knurled switchgear, the Seltos feels more premium than anything else in its class. In fact, the fit and finish now rival SUVs from a segment above.</p><p>Space, too, has seen a marked improvement. That 80mm increase in wheelbase translates directly into segment-leading rear legroom.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/01/Kia_Seltos_First_Drive_autoX_Rear_Seat_Space-1769071207738.webp" alt="Kia_Seltos_First_Drive_autoX_Rear_Seat_Space.jpg" style="width: 100%; height: auto;">
      </div>
    The rear seats have been redesigned with improved under-thigh support and a reclining function. Kia’s ‘human-centric’ approach is evident in the smaller details – USB Type-C ports are cleverly housed in the side bolsters of the front seats for easy access by rear passengers, and the rear windows now feature integrated sunblinds for added comfort.</p>







<p>A particularly neat trick on the top-spec trims is the proximity key sensor. As you approach the vehicle with the key in your pocket, the flush-fitting door handles automatically pop out - a feature usually reserved for luxury EVs.</p><div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/01/Kia-Seltos_Seat-Switches-1768298147774.webp" alt="Kia Seltos_Seat-Switches.jpg" style="width: 100%; height: auto;">
      </div>
    <p>Inside, the driver is treated to a Relaxation Mode power seat that retracts automatically for easier entry and exit, further elevating the premium experience.</p>

<h2>Kia Seltos 1.5 Turbo Petrol First Drive: Refinement, Ride and Handling</h2>

<p>While the platform and skin are brand-new, Kia has opted for an ‘old wine in a new bottle’ approach regarding the powertrains. The familiar 1.5-litre naturally-aspirated petrol, 1.5-litre turbo-diesel, and the punchy 1.5-litre turbo-petrol remain on offer. However, they have been refined to meet the latest emission standards while offering better efficiency.</p><div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/01/Kia-Seltos_side-profile-dynamic-1768298105948.webp" alt="Kia Seltos_side-profile-dynamic.jpg" style="width: 100%; height: auto;">
      </div>
    <p>We spent our time with the 1.5-litre turbo-petrol (158bhp/253Nm) paired with the 7-speed DCT. The gearbox is a tad slow at takeoff – to protect itself from excessive stress – but works well otherwise. Once on the move, it is seamless and lightning-fast. The NVH levels are excellent; the cabin is a hushed environment, well-isolated from Bangalore’s chaotic traffic.</p>







<p>Crucially, Kia has listened to feedback regarding the previous generation’s firm ride. The suspension has been softened just enough to improve low-speed compliance without sacrificing high-speed stability. It remains an engaging SUV to drive, but it’s now a far more comfortable family cruiser. It handles undulating roads with a level of maturity that was missing before, and the steering feels more connected, offering more confidence when pushing through corners.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/01/Kia_Seltos_First_Drive_autoX_ADAS_Radar-1769071239604.webp" alt="Kia_Seltos_First_Drive_autoX_ADAS_Radar.jpg" style="width: 100%; height: auto;">
      </div>
    Safety has been overhauled with a full suite of Level-2 ADAS comprising 21 autonomous functions. During our drive, the Lane Keep Assist and Forward Collision Avoidance felt well-calibrated for Indian road conditions - less intrusive but ready to intervene when needed. The inclusion of Rear Cross-Traffic Collision-Avoidance and Blind-Spot Monitoring makes navigating dense urban traffic significantly less stressful.</p>







<h2>2026 Kia Seltos Verdict: Can It Reclaim the C-SUV Benchmark?</h2>

<p>While the current lineup is robust, there is a missing piece in the puzzle – electrification. For those looking to reduce their running costs, a hybrid version of the Seltos is confirmed for the Indian market. While Kia has not committed to a specific date, it is expected to launch in late 2026 or early 2027 as a direct rival to the Maruti Suzuki Victoris and Toyota Urban Cruiser Hyryder hybrids. This move will be critical in a market where fuel prices and emission norms are becoming increasingly challenging.</p>

<p>In the meantime, the Seltos faces its toughest challenge yet. The newly launched Tata Sierra offers a more rugged, outdoor appeal, while the Hyundai Creta remains the volume king. However, Kia has played a masterstroke with the pricing. Starting at Rs 10.99 lakh and going up to Rs 19.99 lakh, it covers a massive price bracket. The 10-variant structure ensures there is a Seltos for everyone.</p><iframe width="1425" height="500" src="https://www.youtube.com/embed/W61cGqAynSg" title="2026 Kia Seltos First Drive Review | Better Than the Tata Sierra? | 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>Kia Seltos</strong>"]</p>

<p><strong>Engine:</strong> 1,482cc 4-Cylinder</p>

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

<p><strong>Power:</strong> 158bhp</p>

<p><strong>Torque:</strong> 253Nm</p>

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

<p><strong>Price:</strong>&nbsp;Rs 19.99 Lakh, ex-showroom</p>

<p><strong>X-Factor:&nbsp;</strong><em>The new Seltos looks great and feels comfortable with great pricing!</em></p>

<table cellpadding="1" cellspacing="1">
    <tbody>
        <tr>
            <td>
                <p><strong>Pros &nbsp;</strong>&nbsp; &nbsp;&nbsp;&nbsp; &nbsp;&nbsp;&nbsp;<br>
                    •&nbsp; Design and quality are fantastic, pricing is value for money</p>

            </td>
            <td>
                <p><strong>Cons</strong><br>
                    • No change to powertrain options from the previous generation</p>
            </td>
        </tr>
    </tbody>
</table>

<p>[/tab]</p>

<p>[/tabs]</p>

Kia Seltos First Drive Review - Reinventing Success

We drive the all-new Kia Seltos to see if its ground-up overhaul is enough to reclaim benchmark status in a segment that’s fiercer than ever.

Mega ADAS Test 2026: Safari vs Victoris vs Innova Hycross vs XEV 9S vs Creta N Line vs Carens Clavis EV

India’s top six carmakers go head-to-head in the third edition of our Mega ADAS Test, revealing which driver-assistance systems truly work on our roads.

<p>
When a brand name carries the weight of nostalgia, the challenge isn’t simply to revive it; it is to redefine it, re-arm it with purpose and modernise its packaging. With the all-new Sierra, Tata Motors didn’t just bring back an icon from the 1990s; it catapulted it into the modern SUV arena with a bold design language, cutting-edge tech, and a package that aims squarely at segment heavyweights like the Hyundai Creta, Maruti Suzuki Victoris, Kia Seltos and the newly-launched Mahindra XUV 7XO.</p>

      
    
      
    
<h2>Tata Sierra Exterior Design &amp; Road Presence</h2>

<p>There’s a distinct pull the moment you first lay eyes on the new Sierra. Its boxy silhouette makes for a bold stance, giving it presence in a segment where most rivals look homogenised. The design pays homage of sorts to the original, with hints of the classic upright stance and signature rear Alpine windows. </p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/01/Tata-Sierra_-Motion2-1768309091444.webp" alt="Tata Sierra_ Motion2.jpg" style="width: 100%; height: auto;">
      </div>
    </p><p>The front fascia is futuristic, ultra-slim LED headlights sit above a bold grille, while the lightsaber LED DRLs and connected rear LED bar lend a distinctive lighting signature. The new 19-inch alloy wheels and roof rails add a rugged flavour. It’s among the tallest, widest and longest in its class, translating into a commanding road presence and generous interior space.</p>

<h2>Tata Sierra Interior, Space &amp; Comfort</h2>

<p>Stepping inside the Sierra signals a departure from the regular Tata interiors. There’s a sense of occasion, with premium materials and thoughtful execution. The highlight is undoubtedly the triple-screen setup on higher trims, a 12.3-inch central touchscreen flanked by a 10.25-inch digital cluster and a 12.3-inch passenger display. The screens offer a crisp, intuitive interface, and Tata has added features like wireless Android Auto/Apple CarPlay. Tata also lets you connect the passenger screen separately via wireless headphones, independent of the central infotainment screen.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/01/Tata-Sierra_View-Of-Steering-Console-And-Instrumentation-1768309065858.webp" alt="Tata Sierra_View-Of-Steering-Console-And-Instrumentation.jpg" style="width: 100%; height: auto;">
      </div>
    </p><p>The steering wheel is borrowed from Tata’s other new-age cars and feels right at home in the Sierra as well, complete with an illuminated centre logo. Although I am still not a big fan of gloss-black finishes on the steering, which are tough to maintain and prone to scratches. The seats are spacious and supportive, with manually extendable under-thigh support up front and a reclining rear bench that comfortably accommodates three adults. The passenger sitting on the rear-left side also benefits from ‘Boss Mode’, which allows them to move the front seat with ease. The light-coloured dual-tone upholstery will be a pain to keep clean over the years. Thoughtful touches like rear window blinds, dedicated AC vents, and multiple USB chargers reinforce the Sierra’s family-centric design. With 450 litres of luggage space, and up to 1,250 litres with the rear seats folded, luggage capacity is generous and practical.</p>

      
    
      
    


<h2>Tata Sierra Features, Technology &amp; Safety</h2>

<p>Tata has clearly thrown in a laundry list of features in the Sierra. The top-spec variant ticks off a long checklist that includes a panoramic sunroof, a 360-degree camera, wireless phone charging, a 12-speaker JBL system with Dolby Atmos that delivers a great aural experience, and Level 2 ADAS tech. </p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/01/Tata-Sierra_Sunroof-top-1768309108874.webp" alt="Tata Sierra_Sunroof-top.jpg" style="width: 100%; height: auto;">
      </div>
    </p><p>While official crash test ratings are awaited, Tata says the Sierra is engineered with future safety norms in mind, which means it is gunning for a 5-star BNCAP rating.</p>

      
    
      
    
<h2>Tata Sierra Engine Options &amp; Performance Review</h2>

<p>The Sierra’s engine lineup includes a new 1.5-litre Hyperion turbo-petrol engine along with a 1.5-litre naturally aspirated unit and a 1.5-litre diesel. I drove the turbo-petrol variant along with the diesel, and between the two, it is an easy choice. It is, of course, the Hyperion turbo-petrol that offers good refinement, strong acceleration, and decent tractability. The lag is nearly non-existent, and the 6-speed Aisin automatic gearbox does a decent job of holding on to the gears as you tap on the throttle for an overtake.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/01/Tata-Sierra_Motion-1768309037678.webp" alt="Tata Sierra_Motion.jpg" style="width: 100%; height: auto;">
      </div>
    </p>

<p>Coming to the diesel, it feels significantly more lethargic than the turbo-petrol and is noisier, too. Surprisingly, the diesel engine lacks that typical mid-range dollop of grunt that you would want from, well, a diesel engine. Acceleration is slower, too, and you feel near-constant vibrations from the engine at all times. It will likely be the more frugal option, but if performance is what you seek, then the turbo-petrol is what you should consider.</p>

      
    
      
    
<h2>Tata Sierra Ride Quality, Handling &amp; Off-Road Ability</h2>

<p>The Sierra’s chassis strikes a supple balance. Tata’s engineers have dialled in a suspension setup that soaks up broken urban roads with composure yet doesn’t feel floaty on open stretches. Frequency-dependent dampers help tame body movement and reinforce confidence on twisty roads.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/01/Tata-Sierra_-Rear-Three-Quarter-1768309079720.webp" alt="Tata Sierra_ Rear-Three-Quarter.jpg" style="width: 100%; height: auto;">
      </div>
    </p><p>While steering feedback isn’t razor-sharp, it’s predictable and feels reassuring at speed. A ground clearance of 205mm keeps scrubs at bay on rougher terrain, and the Sierra even tackled light off-road sections with confidence.</p>

<h2>Tata Sierra Price, Variants &amp; Value Proposition</h2>

<p>The Sierra’s pricing strategy is premium rather than being disruptive. The prices start at Rs 11.49 lakh and go up to Rs 21.29 lakh. The diesel variants start at Rs 12.99 lakh, and the turbo-petrol variants are priced from Rs 17.99 lakh, which I think could have been more aggressive. Also, there’s no DCT with the turbo-petrol; it is only available on the 1.5-litre naturally-aspirated engine option, which is a miss.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/01/Tata-Sierra_infotainment-screen-1768309045651.webp" alt="Tata Sierra_infotainment-screen.jpg" style="width: 100%; height: auto;">
      </div>
    </p><p>There are a few nitpicks, though. The road and tyre noise are intrusive at times, the diesel engine isn’t the quietest, and some rivals feel sharper when it comes to driving dynamics. But the Sierra’s many strengths, coupled with its emotional appeal, make it a good choice in the mid-size SUV space. With prices of the 2026 Kia Seltos and the new Mahindra XUV 7XO announced, the Sierra has its work cut out. The fact that the prices of the Hyundai Creta undercuts the Sierra's only makes its job that much tougher.</p>

      
    
      
    


<h2>Tata Sierra Review Verdict</h2>

<p>The 2026 Sierra is much more than just a reboot. It blends old-school Sierra appeal with thoughtful modernity. From its bold design to tech-rich cabin and refined turbo-petrol performance, the Sierra offers something that feels both familiar and excitingly new. If the build quality and long-term reliability pass the test of time, the Sierra nameplate could very well have a new legend to its story.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/01/Tata-Sierra_Motion3-1768309116805.webp" alt="Tata Sierra_Motion3.jpg" style="width: 100%; height: auto;">
      </div>
    </p>





<p>[tabs]</p>

<p>[tab title="<strong>Tata Sierra Hyperion Petrol</strong>"]</p>

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

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

<p><strong>Power:</strong> 158bhp</p>

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

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

<p><strong>Price:</strong> ₹20.99 Lakh Ex showroom</p>

<p><strong>X-Factor:&nbsp;</strong><em>Possibly the best-looking SUV in its segment. Plus, gets loads of 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; Styling, turbo petrol performance, features</p>

			</td>
			<td>
			<p><strong>Cons</strong><br>
			• NVH could be better, pricey</p>
			</td>
		</tr>
	</tbody>
</table>

<p>[/tab]</p>

<p>[tab title="<strong>Tata Sierra Kryojet Diesel</strong>"]</p>

<p><strong>Engine:</strong> 1,497cc 4-Cylinder</p>

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

<p><strong>Power:</strong> 116bhp</p>

<p><strong>Torque:</strong> 260Nm</p>

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

<p><strong>Price:</strong> ₹21.29 Lakh Ex showroom</p>

<p><strong>X-Factor:&nbsp;</strong><em>Possibly the best-looking SUV in its segment. Plus, gets loads of 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; Styling, turbo petrol performance, features</p>

			</td>
			<td>
			<p><strong>Cons</strong><br>
			• NVH could be better, pricey</p>
			</td>
		</tr>
	</tbody>
</table>

<p>[/tab]</p>

<p>[/tabs]</p>


Tata Sierra First Drive Review - History Hits Refresh

The return of the Tata Sierra nameplate is now old news. The question to ask is: will it pose a problem for its rivals, old and new? We believe it will. 

<p>
    For about a decade or so, the Indian government has been actively promoting the shift from internal combustion to electric power. They’ve tried to encourage – and some might even say force – the market towards mass EV adoption through a range of measures. These include tax exemptions for consumers, incentives for companies establishing new EV manufacturing plants, and regulatory mandates such as requiring commercial vehicles to be fully electric – for instance, three-wheeler EV rickshaws, which are now quite common across the country.</p>

<p>However, the push for this switch in the passenger vehicle segment has met with limited success. According to recent statistics, EV adoption in this segment is around 4%, which is minuscule given that the Indian market now sees about 45 lakh vehicle sales a year.</p><p>Now, this could change with the entry of the Maruti Suzuki e Vitara in the Indian market. Manufactured in India, this new EV has the potential to significantly boost overall EV sales in the country. Why? Well, consider the following facts. Maruti Suzuki sells about 20 lakh vehicles annually, making it the undisputed market leader. More importantly, the company’s extensive dealership network – over 4,000 touchpoints, including both Arena and Nexa outlets – gives it far greater reach than any other car manufacturer in the country. And if that’s not enough, Maruti Suzuki is now investing about ₹250 crore in establishing 1 lakh charging points by 2030 to further push EV adoption.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/12/Maruti-Suzuki-e-Vitara-1765371424204.webp" alt="Maruti Suzuki e Vitara.jpg" style="width: 100%; height: auto;">
      </div>
    </p>







<p>A couple of months ago, we drove the e Vitara in the UK and were left thoroughly impressed by its performance. But now that we’ve driven it here, we can judge how it performs in Indian conditions.</p>





<h2>Maruti Suzuki e Vitara Design and Interior Impressions</h2>

<p>In terms of design, the e Vitara is unlike any other product in Maruti Suzuki’s line-up. While it does share some styling cues with the brand’s overall design language, it still looks unique. The first thing you notice is the SUV’s assertive stance, further accentuated by the squared-off wheel arches and those big 18-inch wheels. The front and rear designs are also quite different, but in a good way – they’re well executed and add to the overall appeal of the EV.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/01/Maruti-Suzuki-e-Vitara_View-Of-Steering-Console-And-Instrumentation-1768304874664.webp" alt="Maruti Suzuki e Vitara_View-Of-Steering-Console-And-Instrumentation.jpg" style="width: 100%; height: auto;">
      </div>
    </p>

<p>One detail that I particularly noticed was the relatively high shoulder line, which results in a fairly small glasshouse. The interior has a mostly fresh, unique design language, although it’s quite evident that it uses a few components from the existing Maruti Suzuki parts bin. But then, that’s hardly surprising in a world marked by synergies and economies of scale in search of ever-increasing profits. What’s genuinely impressive, however, is the space management – the SUV’s interior feels airy and very spacious, helped in no small part by its pretty large 2,700mm wheelbase.</p><p>The front seats are very comfortable, although from the driver’s seat, you do have a sense of sitting a bit too high. Some of the unique elements include the new steering wheel, which looks premium and feels solid to the touch, and the new centre console, featuring a new gearshift knob that both looks and works well.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/01/Maruti-Suzuki-e-Vitara_infotainment-screen-1768304856719.webp" alt="Maruti Suzuki e Vitara_infotainment-screen.jpg" style="width: 100%; height: auto;">
      </div>
    </p>







<p>In terms of features, the e Vitara will be the second Maruti Suzuki vehicle to feature Level 2 ADAS, after the Victoris, and seven airbags, including an airbag for the driver’s knees.</p>

<h2>Maruti Suzuki e Vitara Range, Battery and Performance</h2>

<p>Now, let’s talk about the aspect that matters the most in an EV – range. The e Vitara we drove was equipped with the larger 61kWh battery pack. A smaller 49kWh version will also be offered at launch. Maruti Suzuki claims a range of 543km (ARAI certified) on a single charge with the larger 61kWh battery pack.</p><p>With the 61kWh battery pack, the front-mounted motor produces 172bhp and 193Nm of torque, and the e Vitara has a claimed 0–100km/h time of 8.9 seconds. At launch, both battery pack versions will be offered only with a front-wheel-drive setup, though the platform is capable of supporting all-wheel drive as well.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/01/Maruti-Suzuki-e-Vitara_-Motion-1768304772898.webp" alt="Maruti Suzuki e Vitara_ Motion.jpg" style="width: 100%; height: auto;">
      </div>
    </p>







<p>On paper, these numbers may appear modest, especially in an EV landscape obsessed with insane torque and power figures, but our time with the car proved that they are more than sufficient. On the road, the acceleration is more than adequate and linear. If you want a faster throttle response, you can switch to Sport mode, and if you prioritise range, Eco mode is the way to go. You can also vary the regen modes, with the most extreme setting enabling single-pedal driving.</p><h2>Maruti Suzuki e Vitara Ride Comfort and Real-World Usability</h2>

<p>The e Vitara’s ride quality on Indian roads was a particular point of curiosity for us, and I must say that we were once again quite impressed by what we experienced. Sure, you always feel the weight of the car when hitting sharp bumps, but overall, it’s quite controlled and comfortable.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/01/Maruti-Suzuki-e-Vitara_Rear-Space-1768304862887.webp" alt="Maruti Suzuki e Vitara_Rear-Space.jpg" style="width: 100%; height: auto;">
      </div>
    </p>

<p>The e Vitara is a tempting package. With the larger 61kWh battery pack, I think a real-world range of about 380km on a single charge is easily achievable, which should be enough for most customers in urban settings with access to charging at home or at the workplace.</p>

<p>Maruti Suzuki’s planned charger network across the country will further ensure that the SUV will be attractive to a broader customer base than any rival EV on sale in the country. That said, the key factor would be the pricing of the e Vitara. The MG Windsor has been India’s best-selling EV in 2025, and I think Maruti Suzuki will price the e Vitara aggressively enough to draw potential Windsor Pro buyers into its own showrooms. However, this is all speculation for now, and we will have to wait until the prices are officially announced.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/01/Maruti-Suzuki-e-Vitara_Rear-Three-Quarter-1768304868376.webp" alt="Maruti Suzuki e Vitara_Rear-Three-Quarter.jpg" style="width: 100%; height: auto;">
      </div>
    </p>

<p>Overall, though, the e Vitara makes a compelling case for itself and clearly has the potential to meaningfully increase EV adoption in the Indian passenger vehicle market.
</p>




<p>[tabs]</p>

<p>[tab title="<strong>Maruti Suzuki e-Vitara</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> 193Nm</p>

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

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

<p><strong>X-Factor:&nbsp;</strong><em>If priced right, this could change India’s EV landscape.</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, good range</p>

            </td>
            <td>
                <p><strong>Cons</strong><br>
                    • Small glasshouse</p>
            </td>
        </tr>
    </tbody>
</table>

<p>[/tab]</p>

<p>[/tabs]</p>

Maruti Suzuki e Vitara First Drive Review - Electrifying India

With its first EV, can the country’s largest carmaker accelerate EV adoption in India? We test the new e Vitara to find out.

<p>The Mahindra XUV 7XO steps into familiar territory but does so with a sharper jawline, a louder tech manifesto and a clear intent to feel more premium than before. It isn’t a ground-up reinvention of the XUV 700 lineage, but a carefully reworked evolution that leans heavily on design updates, in-cabin experience and feature depth. The result is an SUV that feels more mature, more digital and more indulgent, even if it trips slightly when pushed hard, and we will come to that in a bit.</p><p><strong>Also Read:&nbsp;</strong><a href="https://www.autox.com/news/car-news/mahindra-xuv-7xo-launched-in-india-at-rs-1366-lakh-122582/">Mahindra XUV 7XO Launched in India at Rs 13.66 Lakh</a></p><h2>Exterior Design: Same Skeleton, Stronger Muscles</h2><p>Mahindra hasn’t changed the XUV 7XO’s overall stance, proportions or road presence, and that’s not necessarily a bad thing. The SUV was already well-sized and imposing, and the updates simply give it a more butch, squared-off character. </p><p>
      
    <img src="https://images.autox.com/uploads/2026/01/Mahindra-XUV-7XO-SUV-Front-1767862803600.webp" alt="Mahindra XUV 7XO SUV Front.jpg" style="width: 100%; height: auto;"></p><p>The front end is where the biggest visual gains are made. A redesigned grille, new Bi-LED headlights and more assertive bumper detailing give the SUV a tougher, more confident face. The ice-cube LED fog/cornering lamps are a new addition too. The SUV looks wider and more planted, especially when you see it head-on.</p><p>Viewed in profile, things are largely unchanged. The silhouette remains familiar, and while the wheel designs are new, the profile won’t surprise existing XUV fans. At the rear, Mahindra has played it safe but effective. A new tailgate design, revised LED taillamps, and a reworked bumper modernise the look without overdoing it. </p><p>
      
    
      
    <img src="https://images.autox.com/uploads/2026/01/Mahindra-XUV-7XO-SUV-Rear-Still-Shot-1767862819516.webp" alt="Mahindra XUV 7XO SUV Rear Still Shot.jpg" style="width: 100%; height: auto;"></p><p>That said, it feels like a missed opportunity that there’s no electric tailgate on a car that stretches close to the Rs. 25 lakh mark. In a segment where convenience features are becoming the norm, this omission stings.</p><h2>Mahindra XUV 7XO Review: Interior Setup</h2><p>Step inside, and the XUV 7XO makes a much stronger case for itself. The new Lumina White and Chestnut Brown upholstery combination instantly elevates the cabin ambience. It feels premium to the touch and visually rich without being flashy. The materials used across touchpoints feel well-finished, and the overall layout is clean and tech-forward. The highlight, of course, is the new coast-to-coast three-screen setup.</p><p>
      
    <img src="https://images.autox.com/uploads/2026/01/Mahindra-XUV-7XO-SUV-Interior-1767862786664.webp" alt="Mahindra XUV 7XO SUV Interior.jpg" style="width: 100%; height: auto;"></p><p> Impressively, this isn’t restricted to top-spec trims. Mahindra offers this layout right from the base variant, which is a bold and commendable move. The screens are crisp, responsive and logically laid out, making them easy to use even on the move.</p><h2>Mahindra XUV 7XO Review: Features &amp; Creature Comfort</h2><p>Mahindra has gone aggressively feature-heavy with the XUV 7XO. Even the base variant gets Alexa built-in with ChatGPT integration, wireless Apple CarPlay and Android Auto, cruise control, push-button start/stop and over 75 standard safety features. </p><p>
      
    <img src="https://images.autox.com/uploads/2026/01/Mahindra-XUV-7XO-SUV-Seat-Ventilation-1767862781992.webp" alt="Mahindra XUV 7XO SUV Seat Ventilation.jpg" style="width: 100%; height: auto;"></p><p>The safety suite includes multiple airbags, Level 2 ADAS with a visualisation feature that shows lane markings and oncoming vehicles/obstacles as graphics on the instrument console, and electronic aids that cover most real-world driving scenarios.</p><h2>Mahindra XUV 7XO Review: Dolby Takes Centre Stage</h2><p>One of the biggest talking points of the XUV 7XO is its media experience. It is India’s first car to feature Dolby Vision and Dolby Atmos, and the difference in how you listen to music inside is immediately noticeable. Visuals on the screens look richer, with better contrast and colour depth, while the audio experience feels immersive and layered.</p><p><img src="https://images.autox.com/uploads/2026/01/Mahindra-XUV-7X0-Display-1767863850306.webp" alt="Mahindra XUV 7X0 Display.jpg" style="width: 100%; height: auto;"></p><p>On top-spec variants, the 16-speaker Harman Kardon audio system with 3D surround sound technology takes things further. This is easily one of the best in-car entertainment setups currently offered in the segment.</p><h2>Mahindra XUV 7XO Review: Comfort and Space</h2><p>Seat comfort is another strong point. The high-density foam used in the seats offers excellent cushioning without feeling too soft. Long drives should be fatigue-free for both front and rear occupants. Rear-seat passengers are particularly well looked after. </p><p>
      
    <img src="https://images.autox.com/uploads/2026/01/Mahindra-XUV-7XO-Middle-Seats-1767769960668.webp" alt="Mahindra XUV 7XO Middle Seats.jpg" style="width: 100%; height: auto;"></p><p>The electric boss-seat function allows the rear occupant to adjust the front passenger seat electronically, liberating more legroom and enhancing comfort. </p><h2>Mahindra XUV 7XO Review: Engine and Performance</h2><p>Powering the XUV 7XO is the familiar 2.2-litre mHawk turbo-diesel engine. It continues to impress with its strong torque delivery and relaxed cruising ability. Acceleration feels brisk for an SUV of this size, and the engine is slightly more refined than the outgoing model, with reduced noise and vibration filtering into the cabin. </p><p>
      
    <img src="https://images.autox.com/uploads/2026/01/Mahindra-XUV-7XO-SUV-Rear-1767862799270.webp" alt="Mahindra XUV 7XO SUV Rear.jpg" style="width: 100%; height: auto;"></p><p>The diesel engine is also tractable, making city driving less stressful despite the SUV’s dimensions. Paired with it is a 6-speed automatic gearbox that shifts smoothly and unobtrusively. It’s well-calibrated for everyday driving and complements the engine’s torque-rich nature nicely. Braking performance is confidence-inspiring and on par with others in the segment.</p><h2>Mahindra XUV 7XO Review: Ride and Handling</h2><p>Ride quality is one of the XUV 7XO’s biggest strengths. It debuts Mahindra’s Da Vinci damping system, which combines a McPherson strut setup at the front with a multi-link independent rear suspension and frequency-dependent damping. The result is a plush, absorbent ride that deals with broken roads and highway undulations with ease. However, when the pace picks up, the SUV reveals its limitations. </p><p><img src="https://images.autox.com/uploads/2026/01/Mahindra-XUV-7XO-SUV-Action-Shot-1767862790728.webp" alt="Mahindra XUV 7XO SUV Action Shot.jpg" style="width: 100%; height: auto;"></p><p>High-speed cornering exposes a noticeable swaying motion, which can make occupants uncomfortable and reduce driver confidence. It’s not unsafe, but it’s clear that comfort has been prioritised over outright handling sharpness.</p><h2>Mahindra XUV 7XO Review: Pricing and Verdict</h2><p>Mahindra has priced the XUV 7XO competitively, especially considering the sheer number of features on offer. That said, when you look at rivals, some of them do undercut the XUV 7XO at the top end while offering comparable powertrains and equipment. </p><p>
      
    <img src="https://images.autox.com/uploads/2026/01/Mahindra-XUV-7XO-SUV-Still-Shot-1767862813821.webp" alt="Mahindra XUV 7XO SUV Still Shot.jpg" style="width: 100%; height: auto;"></p><p>Prices start at ₹13.66 lakh for the petrol manual trims and at ₹14.96 lakh for diesel manual trims. The petrol and diesel automatic trims start at ₹21.97 lakh and ₹24.11 lakh respectively. A slightly more aggressive pricing strategy could have made this SUV an even stronger value proposition. And if you wish to have AWD in your XUV, you will need to shell out an extra Rs. 2.45 lakh.</p><p><strong>Also Read:&nbsp;</strong><a href="https://www.autox.com/news/car-news/mahindra-xuv-7xo-prices-booking-dates-delivery-timeline-and-variants-explained-122586/">Mahindra XUV 7XO Prices, Booking Dates, Delivery Timeline, and Variants Explained</a></p><p>Still, the XUV 7XO impresses where it matters most, which is the cabin experience, comfort, technology and drivetrain performance. It’s an SUV that feels modern and thoughtfully equipped. While it isn’t perfect, especially when driven hard, it makes a compelling case for buyers who value comfort, features and a premium feel over sporty dynamics.<br></p>

Mahindra XUV 7XO Review: Tech-Loaded & Torque-Rich

The Mahindra XUV 7XO gets a near-full makeover and a laundry list of features. How does all of that translate to real-world driving experience? Read our review to find out.

<p>
    British royalty and its German connections are well known. But I’m not talking about the House of Windsor! I’m referring, in fact, to German stewardship of British automotive royalty - VW’s ownership of Bentley and BMW’s stewardship of Rolls-Royce.</p>

<p>It’s safe to say that both marques have probably never had more stability and access to resources throughout their storied histories as they do now. Moreover, it wouldn’t be an understatement to say that they continue to produce some of the most incredible cars in the world. But there’s another legendary British brand that’s thrived under BMW ownership, and that’s Mini.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2015/04/driven-mini-apr-2015-pic7.jpg" alt="" style="width: 100%; height: auto;">
      </div>
    </p><p>I drove the first resurrected Mini over two decades ago, and it’s a drive I’ll never forget because it was everything a modern-day Mini ought to have been. It was like nothing else on the road at the time - it had tons of character, was very well built (as you would expect from BMW) and, most important of all, it was incredibly fun to drive. That’s a trait that perhaps no one could have done better than BMW. Of course, we always knew they were masters of the rear-drive platform, but they proved, with Mini, that they also had the versatility to make a front-wheel drive car equally fun to drive. More importantly, it was small and light enough to enjoy throwing around while driving down to the shops. You didn’t need a racetrack or even a set of twisties to get the most out of a Mini, which was very much in keeping with the spirit of the original.</p>







<p>But, over the years, Minis have continued to get bigger, heavier and perhaps further removed from that original mantra (at least more so than I would have liked). But that’s simply the nature of things in the automotive world at present. As an automaker, if you want a bigger piece of the pie, you have to veer towards catering to a larger audience by making your cars bigger, softer and easier to drive. But does that mean Mini has become a victim of its own success - especially when it comes to a car like the Cooper S Convertible, which will always remain niche and never be mainstream? After all, this is a car that needs to feel special simply to justify its existence.</p>

<h2>Mini Cooper S Convertible Design and Interior: Quirky, Premium, and Familiar</h2>

<p>Well, in a word, yes! You can’t help but smile as you approach it. The Cooper S continues to look approachable, yet unique enough to stand out from the crowd.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/12/Mini-Cooper-S-Convertible-View-Of-Steering-Console-And-Instrumentation-1765436691283.webp" alt="Mini Cooper S Convertible-View-Of-Steering-Console-And-Instrumentation.jpg" style="width: 100%; height: auto;">
      </div>
    </p><p> And it’s even more special and quirky on the inside, while also being usable and practical. The cabin is clean and minimalist, whilst being of very good quality and unique. That textured dash seems to work much better on a Mini than a BMW. The central screen harks back to the speedo of old, except that this is a Samsung OLED screen that’s absolutely cutting-edge. You can even get the graphics to quite successfully mimic the gauges of the original Mini.</p><p>The Cooper S no longer has driving modes; it’s got ‘Experiences.’ And in go-kart mode - or in the ‘Go-Kart Experience’ I should say - the display changes to a new-age driver-focused graphic, the throttle response sharpens, the exhaust valves open, and the Cooper S gets ready to embrace its fun-to-drive roots.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/12/Mini-Cooper-S-Convertible-steering-wheel-1765436670385.webp" alt="Mini Cooper S Convertible-steering-wheel.jpg" style="width: 100%; height: auto;">
      </div>
    </p><p>Through the sound system, the car even goes “Woo Hoo,” to express its excitement at what’s to come - a bit like a dog that sees its leash. Although I have to say it’s far cuter when it comes to the latter. In the Mini, it just seems like it’s trying a tad too hard.</p>







<h2>Mini Cooper S Convertible Driving Experience: Fun First, Flaws Included</h2>

<p>Well, that sense of it trying too hard actually comes through the first time you put your hands on the steering wheel - or I should say when you unsuccessfully attempt to wrap your fingers around the rim of the steering wheel but fail miserably because it’s just too thick. For some reason, BMW feels that thick-rimmed steering wheels denote sportiness. But the real trouble with the steering is that it’s totally uncommunicative. There’s simply no road feel or texture that comes through it at all.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/12/Mini-Cooper-S-Convertible-side-profile-dynamic-1765436819833.webp" alt="Mini Cooper S Convertible-side-profile-dynamic.jpg" style="width: 100%; height: auto;">
      </div>
    </p><p>Fortunately, things get a lot better when it comes to the drivetrain and chassis. The 2.0-litre, four-cylinder turbocharged petrol engine is responsive, fast even, and the chassis has tremendous grip and road-holding capability. It does have some turbo lag, but if you have the top down, that just adds to the experience because the first thing you hear when you stomp on the accelerator pedal is the turbo spooling and the wastegate vanquishing extra boost before the Cooper S shoots forward. The front wheels scramble somewhat to overcome torque steer, but again, that’s good because it involves you in the driving experience. The Mini quickly settles down, before responding to your inputs quickly and diligently - all of which is accompanied by a thrummy engine and deep exhaust note, both of which serve to involve you that much more.</p><p>Add to that the wind in your hair and the trees rushing past your overhead peripheral vision, and you suddenly realise what this car is all about. It’s not necessarily about getting from point A to B but about doing so in the more entertaining way possible - while not only putting a smile on your face, but also on that of all the passersby who get a glimpse of you as you enjoy your Sunday drive.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/12/Mini-Cooper-S-Convertible-Rear-Seat-Space-1765436808309.webp" alt="Mini Cooper S Convertible-Rear-Seat-Space.jpg" style="width: 100%; height: auto;">
      </div>
    </p>













<p>Sure, it’s not as analogue as it used to be or as I would like - but nothing is these days! However, that’s not to take away from the fact that it’s entertaining and individualistic all the same. It may not be a pure driver’s car, but it is the perfect ‘getaway’ car - to get away from your mundane everyday life, that is. This remains the perfect conduit to go from the greyscale of reality into the kaleidoscope of escapism. There’s very little else that feels as much of an occasion as jumping into the driver’s seat of a Cooper S Convertible.</p>

<h2>Mini Cooper S Convertible Review Verdict: A Car That Exists to Make You Smile</h2>

<p>Here’s where this Mini strengthens its case. BMW claims that they’ve sold over 1,000 Mini convertibles in India, so it may not be as niche as you’d think. Also, strangely, convertibles tend to hold their value better in our market than other cars. The Cooper S also has four seats, although even your six-year-old would struggle to spend the day in the back seat. It does, however, have a 200-litre boot, so it is more practical than you’d imagine. It’s also quite comfortable to drive every day if you so choose.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/12/Mini-Cooper-S-Convertible-Top-1765436663083.webp" alt="Mini Cooper S Convertible-Top.jpg" style="width: 100%; height: auto;">
      </div>
    </p><p>But if it’s a driver’s car that you want, you may want to wait for the JCW pack. After all, the Cooper S doesn’t even get shift paddles, nor does it have a gear lever. So, if you do want to change gears manually, you’ll have to opt for the John Cooper Works edition. If it’s simply a Sunday car that you’re looking for, one that isn’t a boy racer but still puts a smile on your face, then this is the perfect car for you.</p>





<p>What I can assure you is that you’ll smile every time you get behind the wheel, and that’s quite a difficult trait to quantify. So, forget the numbers, just put the top down (hope like crazy that the air quality is acceptable) and enjoy the momentary escape from your everyday life, and just revel in the wind in your hair and the turbo whoosh in your ears.</p><iframe width="1425" height="500" src="https://www.youtube.com/embed/dgQh-W4KJFA" title="Mini Cooper S Convertible Review | The Perfect Sunday Car? | 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>Mini Cooper S Convertible </strong>"]</p>

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

<p><strong>X-Factor:&nbsp;</strong><em>Every drive is an occasion. The Cooper S Convertible is as much fun to pilot everyday as it is for a Sunday jaunt.</em></p>

<table cellpadding="1" cellspacing="1">
    <tbody>
        <tr>
            <td>
                <p><strong>Pros &nbsp;</strong>&nbsp; &nbsp;&nbsp;&nbsp; &nbsp;&nbsp;&nbsp;<br>
                    •&nbsp; Puts a smile on your face, more practical than you’d think</p>

            </td>
            <td>
                <p><strong>Cons</strong><br>
                    • Totally lifeless steering, no gear shift paddles</p>
            </td>
        </tr>
    </tbody>
</table>

<p>[/tab]</p>

<p>[/tabs]</p>

Mini Cooper S Convertible First Drive Impressions - Getaway

It’s pretty evident that the Mini Cooper S Convertible is the perfect Sunday car, but does it still put a smile on your face from behind the wheel?

<p>
The EV transition in the Indian market has been an interesting shift to track. In practical terms, the mainstream momentum was driven by the Tata Nexon EV, which offered customers an affordable entry into the world of EVs – a trend reflected in its sales numbers. Despite its success, most players in the mass-market segment remained hesitant – some were held back by the time required to develop an EV for India, while others were uncertain about the success of mass-market EVs in India.</p>

<p>All this, however, changed with the success of the MG Windsor, effectively dispelling doubts and uncertainty surrounding mass-market EVs in India. The result? Well, manufacturers who once waited on the sidelines are now either launching affordable EVs or have a clear roadmap to do so.</p>

      
    
      
    
<p>It’s not surprising, then, that India’s largest automotive manufacturer, Maruti Suzuki, too, is all set to enter the EV segment, with the soon-to-be-launched e Vitara. Interestingly, we drove the e Vitara in the UK, but it’s actually produced exclusively in India and exported worldwide, including to Japan. So, how does Maruti Suzuki’s very first EV come across in our initial evaluation?</p>

<h2>e Vitara Design Review: Conservative Yet Distinctive SUV Styling </h2>

<p>In terms of styling, the e Vitara carves out a distinct identity within the Maruti Suzuki lineup, even though it clearly borrows styling cues from other products in the range. The first thing you’ll notice about the SUV is its butch stance with squared-off arches and large 18-inch wheels. Both front and rear designs are unique and well-executed.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/12/Maruti-Suzuki-e-Vitara-Rear-Three-Quarter-1765371453720.webp" alt="Maruti Suzuki e Vitara-Rear-Three-Quarter.jpg" style="width: 100%; height: auto;">
      </div>
    </p><p>
  One detail that immediately catches the eye is the unusually high shoulder line. As a result, the glasshouse is fairly small compared to its rivals – a design choice with both aesthetic and functional implications, and one I’ll return to later.</p>



      
    
      
    
<p>Inside, the cabin also exudes a blend of familiarity and novelty. There are many unique touches here, but a few components come from the Maruti Suzuki parts bin, which is quite expected from a mass-market car produced by a large manufacturer. The space management is simply brilliant here, which makes the cabin feel very spacious. The front seats are very comfortable, although the driver’s seat feels a bit too high, even at its lowest setting.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/12/Maruti-Suzuki-e-Vitara-View-Of-Steering-Console-And-Instrumentation-1765371458017.webp" alt="Maruti Suzuki e Vitara-View-Of-Steering-Console-And-Instrumentation.jpg" style="width: 100%; height: auto;">
      </div>
    </p>

<p>Some of the new elements in the cabin are genuinely impressive. For instance, the new steering wheel looks premium and feels solid to hold, while the new centre console, featuring a new shift knob, works excellently. In terms of features, the e Vitara will be the brand’s second model to feature Level 2 ADAS and seven airbags – both of which are expected to be offered in the India-spec version.</p>

<h2>e Vitara Battery, Range &amp; Performance: What to Expect</h2>

<p>The e Vitara we drove was equipped with the larger 61kWh battery pack; a 49kWh version will also be offered upon its launch in India. Maruti Suzuki claims a range of 424.8km for the larger battery pack. The UK-spec version of the e Vitara, with the larger battery, produces 174bhp and 193Nm of torque and has a claimed 0 – 100km/h time of 8.7 seconds. Now, on paper, these numbers may seem modest, especially in a market obsessed with insane torque and power figures, but our time with the SUV told a different story.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/12/Maruti-Suzuki-e-Vitara-Front-Three-Quarter-1765371435136.webp" alt="Maruti Suzuki e Vitara-Front-Three-Quarter.jpg" style="width: 100%; height: auto;">
      </div>
    </p><p>On British B-roads, the e Vitara was genuinely usable, with linear acceleration that felt strong. The Sport mode noticeably sharpens the throttle response, while the ECO mode reins things in for better range. On smooth British roads, the suspension felt very well set up, and the ride quality was excellent. I’m sure the company will retune the suspension for Indian roads. And given the ride quality of recent Maruti Suzuki models, I’m certain its engineers will do a fine job.</p>

      
    
      
    


<p>Given the limited time we had with the car, we couldn’t explore its handling in any meaningful way. We did, however, get enough time to get an idea of its real-world range, which should be 350 – 360km on a single charge – enough for the needs of urban commuters.</p><h2>e Vitara Expected Price and Rivals in India</h2>

<p>The larger question now revolves around the e Vitara’s positioning and pricing. I think it’ll most likely be positioned against the Windsor and Nexon. If the manufacturer manages to price it competitively, the wide appeal of the Maruti Suzuki brand could give it a significant sales advantage. And with its launch scheduled around the corner, we won’t have to wait much longer for answers.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/12/Maruti-Suzuki-e-Vitara-gear-lever-1765371439971.webp" alt="Maruti Suzuki e Vitara-gear-lever.jpg" style="width: 100%; height: auto;">
      </div>
    </p>



<p>[tabs]</p>

<p>[tab title="<strong>Maruti Suzuki e Vitara</strong>"]</p>

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

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

<p><strong>Power:</strong> 174bhp</p>

<p><strong>Torque:</strong> 194Nm</p>

<p><strong>Range:</strong> 424.8km (WLTP)</p>

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

<p><strong>X-Factor:&nbsp;</strong><em>Maruti Suzuki’s first EV – a watershed moment for mainstream electric mobility in India.</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, good range, ride quality</p>

			</td>
			<td>
			<p><strong>Cons</strong><br>
			• Seating position</p>
			</td>
		</tr>
	</tbody>
</table>

<p>[/tab]</p>

<p>[/tabs]</p>

Maruti Suzuki e Vitara First Drive Impressions - Making the EV Leap

Maruti Suzuki is all set to enter the mass market EV segment with the e VITARA. We take a quick look at the UK-spec version ahead of its launch in India. 

<p>
    The launch of the Mahindra XEV 9e was a pivotal moment for the Indian EV landscape. It wasn’t just about Mahindra showcasing ambition as a manufacturer but also about Indian consumers getting an EV that was affordable, futuristic, and realistically usable as an everyday vehicle. That said, for many customers, the coupe-like roofline of the 9e meant compromised practicality. Nevertheless, as the sales figures clearly show, the 9e is definitely a hit.</p>

<p>The success of the 9e naturally opens the door for Mahindra to use the same platform and package to appeal to an even wider audience – and this is where the XEV 9S comes in. You see, unlike the aggressive styling of the 9e, the 9S’ design is much more conventional, which means more space, better practicality, and even three rows of seating. But the real question is simple – does the 9S make sense for Indian buyers? Well, we drove it briefly in Bangalore to find out just that.</p>

<h2>Mahindra XEV 9S Design: What’s New Compared to the XEV 9e?</h2>

<p>At first glance, the 9S' design may seem a bit confusing. You see, while Mahindra has given it a new face, it also carries many of Mahindra's style traits. Up front, a full-width unibrow-style DRL sets the tone, while headlights are vertically stacked on either side. Of course, there’s no grille per se, but you do get the vertical lines that are quickly becoming a Mahindra signature.</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_Profile_autoX-1765772165594.webp" alt="Mahindra_XEV_9S_Review_Left_Side_Profile_autoX.jpg" style="width: 100%; height: auto;">
      </div>
    </p><p>In profile, you get more design elements that are typically Mahindra – flush door handles and a strong shoulder line over the rear wheel arch, which is quite similar to that on the XUV700 and reinforces the family DNA. The 18-inch aerodynamically designed wheels, however, seem a bit boring to me – either a larger size or a more aggressive design would’ve looked much better. The rear end of the 9S is also somewhat similar to that of the XUV700, which is not a bad thing. Overall, I think the Mahindra design team has done a good job with the exterior styling. The 9S does resemble the XUV700 in places, but it still manages to carve out its own identity.</p>







<h2>Mahindra XEV 9S Interior Review: Screens, Features, Comfort &amp; Practicality</h2>

<p>The real change, however, is inside.</p><div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/12/Mahindra-XEV-9S-View-Of-Steering-Console-And-Instrumentation-1765368528566.webp" alt="Mahindra XEV 9S-View-Of-Steering-Console-And-Instrumentation.jpg" style="width: 100%; height: auto;">
      </div>
    <p>The 9S now features a three-screen dash layout – an instrument cluster, a main touchscreen, and a dedicated passenger screen. And believe me, it looks really futuristic. Physical control buttons are minimal, though oddly, the central touchscreen’s brightness feels inadequate even at max settings – Mahindra says that they are already working on it.</p><p>As expected of a modern Mahindra, the 9S comes loaded with features, including a massive panoramic sunroof, a host of Level 2 ADAS features, an immersive audio system, and a whole lot more.</p><div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/12/Mahindra-XEV-9S-Sunroof-top-1765368520507.webp" alt="Mahindra XEV 9S-Sunroof-top.jpg" style="width: 100%; height: auto;">
      </div>
    <p>The overall interior quality is excellent, and all surfaces and controls feel very premium to touch and use. The first and second-row seats are extremely comfortable, and depending on the variant, you get ventilated seats in both rows, along with recline and slide options for the second row. There’s even a control in the second row to change the settings of the front passenger seat to increase your legroom when needed.</p><p>The 9S is the first SUV in the segment to offer a third row of seating; however, the space here is rather limited, and the floor is high, which forces you to sit in a knees-up position.</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_Profile_3rd_Row_Seat_autoX.jpg-1765772198417.webp" alt="Mahindra_XEV_9S_Review_Left_Side_Profile_3rd_Row_Seat_autoX.jpg.jpg" style="width: 100%; height: auto;">
      </div>
    </p><p>In short, adults simply won’t be comfortable here – this row is strictly for children. With all three rows up, the boot space is limited as well, but the frunk adds meaningful usability and can accommodate a few soft bags. That said, folding the third row gives you a pretty large, practical boot space.</p>













<h2>Mahindra XEV 9S Performance Review: Real-World Drive, Power &amp; Ride Quality</h2>

<p>Finally, we come to what is, for me, the most important aspect of any car – the driving experience. Since the 9S is based on Mahindra’s Inglo platform, which we’ve already experienced, we know most of the fundamentals. The 9S will be available with three battery options – 59kWh, 70kWh, and 79kWh. The range-topping version we tested produces 282bhp and 380Nm and claims to do the 0 – 100km/h sprint in just seven seconds.</p><p>On the road, the 9S’ acceleration is pretty linear but rapid, making triple-digit speeds effortless.</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>There are several driving modes, allowing you to customise the powerplant response to your preference. The steering is also fairly linear and reasonably direct, which adds to the overall driving experience. It also has steering modes.</p>







<p>Now, we drove a pre-production car, and one issue stood out. The adaptive suspension clearly needs more work, for on certain stretches, the car felt wallowy and out of place in a straight line, which is quite unusual. Cornering, even at high speeds, was not a problem, but straight-line undulations significantly upset the suspension. Mahindra’s engineering team acknowledged this and assured us it would be resolved before production models roll out.</p>

<h2>Mahindra XEV 9S Verdict: Pricing, Range &amp; Should You Buy One?</h2>

<p>Honestly, the 9S has a lot working in its favour. It looks pretty good – perhaps a bit conservative, but appealing nevertheless – and offers a high degree of practicality, thanks to the spacious interior, which directly addresses the 9e’s issue regarding limited rear seat space. Quality levels are excellent, and the feature list is exhaustive – in fact, I can’t think of a feature it lacks.</p><p>The driving range is practical, too. While Mahindra claims that the 79kWh version offers 679km (MIDC) on a single charge, I suspect the real-life range will be around 500km, which is more than enough for most urban commuters.</p><div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/12/Mahindra-XEV-9S-Rear-Static-1765368510548.webp" alt="Mahindra XEV 9S-Rear-Static.jpg" style="width: 100%; height: auto;">
      </div>
    





<p>And then there’s the pricing. With an ex-showroom price range of ₹19.95 – 29.45 lakh, the 9S positions itself competitively, especially for a three-row SUV of its size. It ticks more or less all the boxes.</p>

<div style="width: 100%; height: auto;" class="post-image">Personally, I think it’s a really strong package, but how well Indian customers respond to this new offering from Mahindra is something only time will tell.
&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;<img src="https://images.autox.com/uploads/2025/12/Mahindra-XEV-9S-Rear-Camera-1765368499203.webp" alt="Mahindra XEV 9S-Rear-Camera.jpg" style="width: 100%; height: auto;">
      </div>
    



<p>`[tabs]</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> ₹29.45 Lakh Ex showroom</p>

<p><strong>X-Factor:&nbsp;</strong><em>Mahindra’s new flagship SUV offers it all – space, features, quality, range.</em></p>

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

            </td>
            <td>
                <p><strong>Cons</strong><br>
                    • Small boot space with 3rd row in use</p>
            </td>
        </tr>
    </tbody>
</table>

<p>[/tab]</p>

<p>[/tabs]</p>

Mahindra XEV 9S First Drive Review - Mass Appeal

With the success of the XEV 9e, Mahindra is looking to take the fight further with its more conventional XEV 9S. We drive it to see how it fares in the real world.

<p>
We’ve waited long enough for the new-generation Skoda Kodiaq to finally make its way to India. The Kodiaq has always been the thinking person’s luxury SUV, offering a European luxury car feel at a more accessible price point, executed in typical Skoda fashion – balancing practicality with a solid driving experience. But how much of it remains in this new version?</p>

<h2>New Skoda Kodiaq Design &amp; Dimensions</h2>

<p>The latest Skoda Kodiaq definitely takes a more extroverted approach, while still exuding a premium appeal. Though it’s unmistakably a Kodiaq, the wider grille, along with the light bar in this L&amp;K version, gives it a distinctive edge. The tiered lighting is now more prominent, and when driving at night, it’s about as effective as one would like it to be.</p><div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/05/Skoda-Kodiaq-Front-Three-Quarter-1747312505417.webp" alt="Skoda Kodiaq-Front-Three-Quarter.jpg" style="width: 100%; height: auto;">
      </div>
    <p>This more aggressive look of the new Kodiaq is enhanced by its sharper design. The bonnet and bumpers are more angular and pronounced, not just for aesthetics but also for practical aspects – the drag coefficient has gone down from 0.33 to 0.28, adding to the efficiency of the SUV.</p>

    
  
    
  
    
  


<p>In terms of size, the only dimensional change is that the Kodiaq is now 59mm longer. The side profile now has a longer silhouette, with a neat kink under the D-pillar. The 18-inch wheels remain unchanged, though they continue to be well-proportioned. However, we do miss a more traditional alloy design; the current aero-style wheels are chosen primarily for efficiency.</p><div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/04/1744865773852-1buf-Skoda-Kodiaq-rear.webp" alt="Skoda-Kodiaq-rear.jpg" style="width: 100%; height: auto;">
      </div>
    

<p>At the rear, the Kodiaq’s familiar design continues but with some updates – a sharply angled windscreen and sculpted bodywork make it sportier. The lighting, too, adopts a more prominent version of Skoda’s signature C-motifs, although you won’t find the full-width setup seen in some rivals.</p><p>A benefit of the extended length is an addition to the boot space. With all three rows up, capacity has grown by 11 litres, now offering 281 litres of space.</p><div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/12/Skoda_Kodiaq_Boot_Space_Review_autoX-1764912249231.webp" alt="Skoda_Kodiaq_Boot_Space_Review_autoX.jpg" style="width: 100%; height: auto;">
      </div>
    <p>Fold the third row, and this expands to a generous 786 litres – 21 litres more than before. Despite the manual folding mechanisms for the second and third rows, accessing all this space is easy enough, especially with the pull-tabs for the second row in the boot, which allow you to create 1,976 litres of space.</p>

    
  
    
  


<h2>New Kodiaq Interior Quality &amp; Space</h2>

<p>Inside, the new Kodiaq exhibits a more substantial departure from its predecessor. The dual-cockpit theme stands out, and at first glance, it feels considerably more upmarket than the simpler design of the earlier model.</p><div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/05/Skoda-Kodiaq-steering-wheel-1747312436985.webp" alt="Skoda Kodiaq-steering-wheel.jpg" style="width: 100%; height: auto;">
      </div>
    <p>The tan leather on the dash, is a massive upgrade, and most surfaces have a soft, premium feel to them. The more intricate air vents and the floating effect of the door handles make the interior feel even more premium. What hasn’t been compromised, however, are the thoughtful touches Skoda calls their ‘Simply Clever’ features. One standout feature are the configurable dials. These rotary controls serve multiple functions, managing climate, seat, and drive modes, offering a far more intuitive and easier to use alternative to touch-based interfaces.</p><p>Another practical addition is the new central tunnel. With Skoda shifting to a column-mounted gearshifter, the Kodiaq’s cabin feels more spacious and less cluttered, even though the overall space remains unchanged from the previous model.</p><div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/05/Skoda-Kodiaq-instrument-cluster-1747312483089.webp" alt="Skoda Kodiaq-instrument-cluster.jpg" style="width: 100%; height: auto;">
      </div>
    

    
  
    
  


<p>The switch to the updated MQB platform also brings new electronic architecture – the car now gets a 13-inch touchscreen and a 10.25-inch driver’s display. The touchscreen supports seamless wireless Android Auto and Apple CarPlay, along with built-in navigation.</p>

<p>In the second row, while the changes aren’t massive, there’s a greater sense of space and comfort. The door protectors remain, as do the three-zone climate control, large panoramic sunroof, and window blinds.</p><div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/12/Skoda_Kodiaq_3rd_Row_Seats_Review_autoX-1764912316469.webp" alt="Skoda_Kodiaq_3rd_Row_Seats_Review_autoX.jpg" style="width: 100%; height: auto;">
      </div><p>
    The third row has also received attention, with 15mm of extra headroom, but the experience remains much the same as in the previous Kodiaq. It’s still best suited for children – most adults will find it tough to sit here for long periods. As a result, the third row should be used only by children or for short journeys. In fact, the massive boot space you get when the third row is folded is much more practical.</p>

    
  
    
  


<h2>2025 Kodiaq Features &amp; Safety</h2>

<p>Like before, the Kodiaq comes generously equipped. Highlights include matrix LED headlamps, automatic headlights and wipers, powered front seats with heating, ventilation, and massage functions, three-zone climate control, a panoramic sunroof, and rear window blinds.</p><div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/05/Skoda-Kodiaq-Sunroof-top-1747312575734.webp" alt="Skoda Kodiaq-Sunroof-top.jpg" style="width: 100%; height: auto;">
      </div><p>Safety features continue to impress with nine airbags – though now, a centre airbag replaces the driver’s knee airbag. The Kodiaq retains its 5-star Euro NCAP rating, but, ADAS is missing from the India-spec version.</p><h2>New Kodiaq Engine, Power &amp; Driving Experience</h2>

<p>From behind the wheel, the experience doesn’t feel drastically different at first. It’s easy to find a comfortable driving position, the SUV feels smaller than its size when manoeuvring, and the seats are very comfortable. The 2.0-litre turbo-petrol engine, now producing 201bhp, is a significant upgrade.</p><div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/05/Skoda-Kodiaq-Motion-1747312428683.webp" alt="Skoda Kodiaq-Motion.jpg" style="width: 100%; height: auto;">
      </div>
    <p>It continues to make 320Nm of torque and is paired with a seven-speed DCT, but its drivability is remarkably better. This sense of improved response carries through the rev range, where a linear surge of power makes acceleration feel more intuitive. As before, performance ramps up significantly past 4,000rpm, but it’s now accompanied by a more engaging rasp from the engine.</p>

    
  
    
  


<p>The new Kodiaq rides much like its predecessor. On smooth roads, it glides along with a composed presence that delivers a genuine luxury car experience. However, over broken and uneven roads, the suspension becomes quite noisy, and at low speeds, sharp bumps can filter into the cabin. As before, though, the ride improves noticeably as speeds rise. The Kodiaq settles into a confident, comfortable pace that makes rear-seat travel particularly soothing.</p><div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/06/1748777603750-42rg-Skoda-Kodiaq-04.webp" alt="Skoda Kodiaq rear driving.jpg" style="width: 100%; height: auto;">
      </div>
    

<p>Despite the removal of the adaptive damping system in this update, the Kodiaq maintains good ride quality over most surfaces at higher speeds. That said, when pushed hard, its mass does begin to show. In tighter corners, it rolls and runs wide, but keep your speed and inputs measured, and the Kodiaq will flow along a winding road with decent agility and a touch of engagement.</p>

<p>The steering contributes positively to this experience – it’s light enough to make city driving feel easy, yet precise enough at higher speeds to inspire confidence, giving you a sense of control. Also worth noting is the improvement to the braking feel: gone is the abrupt pedal response seen in earlier Skodas. Braking now feels more progressive, allowing you to modulate the brakes better.</p>

<h2>2025 Skoda Kodiaq Price &amp; Verdict: Is It Worth the Premium?</h2>

<p>Priced at ₹48.69 lakh for this L&amp;K version, the new Kodiaq picks up right where the previous model left off. It has gotten significantly more expensive, and while the infotainment screen could be more intuitive and some plastic bits don’t feel as premium as before, the overall cabin feels more special nonetheless. The smoother, more refined engine and well-sorted dynamics continue to make this a genuine luxury experience, without a luxury price tag.</p><div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/05/Skoda-Kodiaq-1-1747312590236.webp" alt="Skoda Kodiaq-1.jpg" style="width: 100%; height: auto;">
      </div>
    




<p>[tabs]</p>

<p>[tab title="<strong>Skoda Kodiaq L&amp;K</strong>"]</p>

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

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

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

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

<p><strong>Fuel:</strong> Petrol</p>
 
<p><strong>Price:</strong> ₹48.69 Lakh Ex showroom</p>

<p><strong>X-Factor:&nbsp;</strong><em>If you’re looking for a fun-to-drive three-row, premium SUV, nothing beats the Kodiaq!</em></p>

<table cellpadding="1" cellspacing="1">
	<tbody>
		<tr>
			<td>
			<p><strong>Pros &nbsp;</strong>&nbsp; &nbsp;&nbsp;&nbsp; &nbsp;&nbsp;&nbsp;<br>
			•&nbsp; Premium interiors, fun to drive</p>

			</td>
			<td>
			<p><strong>Cons</strong><br>
			• A compromised third row</p>
			</td>
		</tr>
	</tbody>
</table>

<p>[/tab]</p>

<p>[/tabs]</p>


Skoda Kodiaq First Drive Review - Setting a Benchmark

With the launch of the second-gen Kodiaq, Skoda brings Indian buyers a fresh contender in the three-row SUV space. But is it worth it?

Car Reviews