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<h2>Automobile Review</h2>
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<p>Yamaha’s entry into the electric space in India has been a long time coming. And now that it’s here, the brand hasn’t taken the conventional route of going all-in on one headline-grabbing product. Instead, it has entered the field with two different machines – the sporty Aerox E and the more utilitarian EC-06. I recently had the chance to ride both scooters, and while I have already published my thoughts on the Aerox E, it is now time to talk about the EC-06.</p><p>
      <br></p><div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/03/Yamaha-Aerox-E-EC-06-EV-Scooters-1774873929171.webp" alt="Yamaha Aerox E EC-06 EV Scooters.png" style="width: 100%; height: auto;">
      </div>
    <p><br></p><p>For the uninitiated, the EC-06 has been built in collaboration with River and based on the Indie. So, is the EC-06 just a rebadged Indie and will it add any value to Yamaha’s EV portfolio in the country? Is it perhaps the dark horse that might help Yamaha set a strong foot in the EV market?</p><h2>Yamaha EC-06 Review: Design and Styling</h2><p>As mentioned earlier, the EC-06 is based on the Indie, and the two look very similar. That is not to say that there aren’t any differences.</p><div style="width: 100%; height: auto;" class="post-image"><br>
        
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/03/Yamaha-EC-06-Front-Three-Quarters-Design-1774888850437.webp" alt="Yamaha EC-06 Front Three Quarters Design.png" style="width: 100%; height: auto;">
      </div>
    
      </div>
    <p><br></p><p>For starters, the twin-pod LED headlamp is replaced by a single rectangular unit with rounded corners. The taillight is different, and there are no pannier mounts on the side panels. You will also not find the crash protectors on the apron's sides, nor the innovative footpads seen in the Indie.</p><p>
      <br></p><div style="width: 100%; height: auto;" class="post-image">
        
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/03/Yamaha-EC-06-Design-1774888883353.webp" alt="Yamaha EC-06 Design.png" style="width: 100%; height: auto;">
      </div>
    
      </div>
    <p><br></p><p>While the Indie comes with a storage box up front, the EC-06 does not. While it reduces the number of storage spaces, you do gain a little room to place your feet.</p><p>
      <br></p><div style="width: 100%; height: auto;" class="post-image">
        
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/03/Yamaha-EC-06-Boot-Space-1774888907935.webp" alt="Yamaha EC-06 Boot Space.png" style="width: 100%; height: auto;">
      </div>
    
      </div>
    <p><br></p><p>Even the underseat storage is not as large as the Indie's, at 24.5 litres. It is large enough to keep a smaller helmet. As a result of these changes, the EC-06 does not feel as utilitarian as the Indie.</p><p>Despite my limited time with the scooter, the seat felt more comfortable than the Indie's. I do like that Yamaha has gone with switches for operating the charging flap and seat lock.</p><p>
      <br></p><div style="width: 100%; height: auto;" class="post-image">
        
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/03/Yamaha-EC-06-Charging-Port-1774888930185.webp" alt="Yamaha EC-06 Charging Port.png" style="width: 100%; height: auto;">
      </div>
    
      </div>
    <p><br></p><p>The Indie requires you to use the key in several places to access these individually. What really stood out, though, was the overall build quality. The EC-06 feels a notch above the River offering and even most startup-driven scooters. Panel gaps are consistent, and the paint quality looks and feels premium.</p><h2>Yamaha EC-06 Review: Performance &amp; Handling</h2><p>On paper, the EC-06 has the same power and torque figures as the Indie but has a lower top speed of 79km/h, compared to Indie’s 90km/h. Out on the road, however, the difference isn’t particularly noticeable, especially in the city.</p><p>
      <br></p><div style="width: 100%; height: auto;" class="post-image">
        
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/03/Yamaha-EC-06-Rear-Wheel-1774888955126.webp" alt="Yamaha EC-06 Rear Wheel.png" style="width: 100%; height: auto;">
      </div>
    
      </div>
    <p><br></p><p>You get to pick from three modes, and while the response in Eco mode is rather slow, the pace is much better in the other two. The EC-06 accelerates briskly and should make overtaking jobs in the city a fairly easy affair. Despite being down on numbers compared to the Aerox E, I was surprised to find that the EC-06 delivered better acceleration and felt much more engaging to ride.</p><p>
      <br></p><div style="width: 100%; height: auto;" class="post-image">
        
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/03/Yamaha-EC-06-Side-Tracking-1774888973796.webp" alt="Yamaha EC-06 Side Tracking.png" style="width: 100%; height: auto;">
      </div>
    
      </div>
    <p><br></p><p>I was also pleasantly surprised by the suspension performance. While it has the same hardware as the Indie, the damping feels better here. It manages to soak up the undulations somewhat better. It is not the most comfortable scooter in the segment, but it does offer a respectable ride quality.</p><p>
      <br></p><div style="width: 100%; height: auto;" class="post-image">
        
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/03/Yamaha-EC-06-Front-Wheel-1774888992881.webp" alt="Yamaha EC-06 Front Wheel.png" style="width: 100%; height: auto;">
      </div>
    
      </div>
    <p><br></p><p>There is a decent amount of confidence and stillness when pushed around twisty sections of the tarmac. Some of the credit for that also goes to the 14-inch tyres, which are fairly wide, resulting in a larger contact patch.</p><h2>Yamaha EC-06 Review: Verdict</h2><p>The EC-06 might not be the flashiest electric scooter in Yamaha’s line-up, but it feels like a well-rounded and thoughtfully executed product. It doesn’t rely on gimmicks or headline features. Instead, it focuses on the basics – decent performance, good ride quality, and solid build. It does not just feel like a good scooter in the Yamaha lineup; it feels like a solid offering in the EV space, period.</p><p>
      <br></p><div style="width: 100%; height: auto;" class="post-image">
        
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/03/Yamaha-EC-06-Badge-1774889006636.webp" alt="Yamaha EC-06 Badge.png" style="width: 100%; height: auto;">
      </div>
    
      </div>
    <p><br></p><p>Yes, the Rs 1.69 lakh price tag does feel a bit steep at first glance, especially when you consider what some rivals offer on paper. But spend some time with it, and you begin to see where that money is going – refinement, fit and finish, and a sense of polish that’s often missing in this segment. In a space filled with ambitious newcomers, the EC-06 takes a more measured approach. It may not shout for attention, but it quietly makes a strong case for itself. And in the long run, that might just work in its favour.</p><p>
      <br></p><div style="width: 100%; height: auto;" class="post-image">
        
      
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/03/Yamaha-EC-06-Front-Tracking-Shot-1774889020851.webp" alt="Yamaha EC-06 Front Tracking Shot.png" style="width: 100%; height: auto;">
      </div>
    </div>
    <p><br></p><p>[tabs]</p>

<p>[tab title="<strong>Yamaha EC-06</strong>"]</p>

<p><strong>Battery:</strong>&nbsp;4kWh</p>

<p><strong>Power:</strong>&nbsp;9bhp </p>

<p><strong>Torque:</strong>&nbsp;26Nm</p>

<p><strong>Range:</strong> 169km IDC range</p>

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

<p><strong>Price:</strong>&nbsp;Rs 1.69 Lakh, ex-showroom</p>

<p><strong>X-Factor:&nbsp;</strong>An e-scooter from a legacy manufacturer that fares well on multiple fronts.<br></p>

<table cellpadding="1" cellspacing="1">
    <tbody>
        <tr>
            <td>
                <p><strong>Pros &nbsp;</strong>&nbsp; &nbsp;&nbsp;&nbsp; &nbsp;&nbsp;&nbsp;<br>
                    •&nbsp; Great build, decent ride quality &amp; usable range</p>

            </td>
            <td>
                <p><strong>Cons</strong><br>
                    • Basic instrumentation</p>
            </td>
        </tr>
    </tbody>
</table>

<p>[/tab]</p>

<p>[/tabs]</p>

Yamaha EC-06 First Ride Review: Hitting the Bullseye

Is the EC-06 the smarter Yamaha EV to buy over the Aerox E? We ride the more practical sibling to find out if it makes a stronger real-world case.

<p>Scooters are usually considered to be practical tools and often have a boring image. However, every now and then, an offering comes along that breaks free from conventional roles and does things differently. For Yamaha, that scooter was the Aerox 155. It looked different, rode differently, and did not give a hoot about practicality. And yet, it was a hit amongst the younger crowds. Yamaha is now gearing up to launch the electric version of the scooter, the Aerox E. So, does the Japanese automaker have another ace up its sleeve?</p><h2>Yamaha Aerox E: Ergonomics and Practicality</h2><p>The design and physical footprint of the Aerox E are very similar to those of the internal combustion engine-powered counterpart. I did find the ergonomics somewhat odd. You sit rather high up relative to the handlebars, resulting in a riding position that takes some time to get used to. The seat cushion is angled and keeps pushing the rider into the handlebars.</p><div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/03/Yamaha-Aerox-E-On-Off-Knob-1774857061556.webp" alt="Yamaha Aerox E On Off Knob.png" style="width: 100%; height: auto;">
      </div>
    <p>While it is great to see that you get keyless operation and that most of the controls are in one place, I did not like the feel of the buttons for opening the charging lid and the seat. They feel rather rubbery and can be harder to operate with gloves on. The underseat storage space is rather less, due to the presence of the removable batteries (more on that later).</p><div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/03/Yamaha-Aerox-E-Underseat-Storage-1774857164794.webp" alt="Yamaha Aerox E Underseat Storage.png" style="width: 100%; height: auto;">
      </div>
    <p>You can still keep a rather small bag here or some papers. There is a storage compartment on the left side of the apron that also has a charger. While in the ICE-powered Aerox, one would open the flap to fill with petrol, in the electric version, it hides the charging port and a cavity to hold the charger.&nbsp; All in all, the Aerox E is not a practical or sensible offering, like its ICE-powered counterpart, but it could have had somewhat better ergonomics.</p><div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/03/Yamaha-Aerox-E-Instrument-Cluster-1774857051939.webp" alt="Yamaha Aerox E Instrument Cluster.png" style="width: 100%; height: auto;">
      </div>
    <p>You get a 5-inch colour TFT instrument cluster that is functional, but I do feel that it pales in comparison to the fancy touchscreens seen on competitor models.</p><h2>Yamaha Aerox E: Performance and Handling</h2><p>On paper, the Aerox E makes more power and torque than the EC-06, Yamaha's other EV offering, which has a higher top speed of 95.5km/h (with Boost) and even a sporty pedigree. So, I was expecting this scooter to impress mightily with its performance. Unfortunately, that wasn't exactly the case.</p><div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/03/Yamaha-Aerox-E-EC-06-Electric-Scooters-1774857013231.webp" alt="Yamaha Aerox E EC-06 Electric Scooters.png" style="width: 100%; height: auto;">
      </div>
    <p>When you twist the accelerator, the scooter thinks for a little while before delivering power. This is rather reminiscent of EVs of days gone by and not a trait I expected to see in this package. Once you do get rolling, however, there is decent grunt to keep you on the move. But I was really surprised to find the Aerox E's acceleration less impressive than the more utilitarian EC-06's. There are three riding modes, and I was mostly testing the Aerox E in the most powerful one. Using the Boost Mode helps things along, but  this is a momentary surge in power and needs time to recharge once used.</p><div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/03/Yamaha-Aerox-E-Tracking-Shot-1774857138693.webp" alt="Yamaha Aerox E Tracking Shot.png" style="width: 100%; height: auto;">
      The ride quality is decent compared to the regular Aerox, but the suspension still tends to bottom out on bumps and potholes; this is especially true of the front forks. At slower speeds, the absorption levels are a little better. Even though the braking setup consists of disc brakes on both wheels and single-channel ABS, the performance feels a little lacking. The bite from the setup is not nearly as good as one would expect. Yamaha has also thrown in traction control, which is a nice safety net to have, but not really necessary. You can switch it off if you so wish.</div>
    <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/03/Yamaha-Aerox-E-Swappable-Battery-Packs-1774857111549.webp" alt="Yamaha Aerox E Swappable Battery Packs.png" style="width: 100%; height: auto;">
      </div>
    <p>With the Aerox E, Yamaha is taking the swappable battery route. There are two 1.5kWh units that can be charged outside the scooter or even when they are plugged in (thankfully!) However, each battery pack is rather heavy, and you will have to put your back into lifting them. Once again, it feels like something you would have encountered in the lead-acid battery era of EVs.</p><div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/03/Yamaha-Aerox-E-Batteries-1774857007473.webp" alt="Yamaha Aerox E Batteries.png" style="width: 100%; height: auto;">
      </div>
    <p>The 117km IDC range figure is not confidence-inspiring either. I did not have enough time to do a range test, but I can safely bet that in the real world, that figure will be closer to 70-75km. So, if you were planning on taking the Aerox E for your long office commutes, you might have to charge on almost daily.</p><h2>Yamaha Aerox E: Verdict</h2><p>Perhaps my expectations were a little too high for the Aerox E, given the reputation of its petrol-powered namesake, leaving me feeling a little underwhelmed by what was ultimately presented. The scooter undoubtedly looks good and has a decent amount of rider aids.</p><div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/03/Yamaha-Aerox-E-Rear-Design-1774857068837.webp" alt="Yamaha Aerox E Rear Design.png" style="width: 100%; height: auto;">
      </div>
    <p>However, the performance felt lacking, and the range won't cut it in 2026. It does not help that competitors are offering better instrument clusters. Prices are not out yet, but they will be rather high, making the Aerox E feel like too little, too late.</p><p>[tabs]</p>

<p>[tab title="<strong>Yamaha Aerox E</strong>"]</p>

<p><strong>Battery:</strong>&nbsp;3kWh</p>

<p><strong>Power:</strong>&nbsp;12.6bhp </p>

<p><strong>Torque:</strong> 48Nm</p>

<p><strong>Range:</strong> 117km IDC range</p>

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

<p><strong>Price:</strong>&nbsp;TBA</p>

<p><strong>X-Factor:&nbsp;</strong>Familiar Aerox design, now with a cleaner, greener heart at its core.<br></p>

<table cellpadding="1" cellspacing="1">
    <tbody>
        <tr>
            <td>
                <p><strong>Pros &nbsp;</strong>&nbsp; &nbsp;&nbsp;&nbsp; &nbsp;&nbsp;&nbsp;<br>
                    •&nbsp; Stylish design, charging flexibility</p>

            </td>
            <td>
                <p><strong>Cons</strong><br>
                    • Range, storage spaces &amp; odd ergonomics</p>
            </td>
        </tr>
    </tbody>
</table>

<p>[/tab]</p>

<p>[/tabs]</p>

Yamaha Aerox E First Ride Review: The Right EVolution?

Can the Yamaha Aerox E manage to impress the performance-hungry crowds in the same way that the petrol-powered iteration did?

<p class="MsoNormal">When it was launched in 2021, the Kushaq immediately gave
    Skoda Auto a much-needed sales boost. The heavily localised SUV struck the
    right balance between price, performance and everyday usability, and in doing
    so provided Skoda with a significant push in the Indian market.</p>

<p class="MsoNormal">Fast forward to 2026, and the Kushaq finds itself
    overshadowed by its more affordable sibling, the Kylaq, which offers a similar
    driving experience at a lower price point. While the Kylaq has been racking up
    strong numbers, the Kushaq has struggled to keep pace.</p>

<p class="MsoNormal">The new Kushaq facelift, then, is not merely about freshening things
    up; it is about staying relevant in an already fiercely competitive segment and
    helping the Kushaq attract more buyers. So, how effective are the updates that
    the new Kushaq offers?</p>

<iframe width="560" height="315" src="https://www.youtube.com/embed/fsnEciYm8Ek?si=-N8ETMgcPN2aQpNY" title="YouTube video player" frameborder="0" allow="accelerometer; autoplay; clipboard-write; encrypted-media; gyroscope; picture-in-picture; web-share" referrerpolicy="strict-origin-when-cross-origin" allowfullscreen=""></iframe>

<h2>2026 Skoda Kushaq Review: Exterior Changes</h2>
<p class="MsoNormal">I have always preferred the design of Skoda vehicles over
    their Volkswagen counterparts; to my eye, they appear more dynamic and
    engaging. Now, the Kushaq was already a handsome SUV, and this facelift
    introduces subtle tweaks that make it look more contemporary and interesting.</p>

<div class="post-image">
    <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;">
</div>

<p><br></p><p>I particularly like the updated grille, which now features a
slim light strip running across it. It is designed to appear seamlessly
connected to the DRLs within the headlamps at both ends. The removal of the
thick border around the grille also contributes to a cleaner, more modern look.
Both bumpers have been revised, and although 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;">
</p>



<p>While I am not especially fond of the current trend of connected
taillamps that every new vehicle seems to have, I must say that Skoda’s
execution of the connected taillights on the Kushaq looks rather good. The
integration of the Skoda badge within the light bar, along with the neat
detailing on both sides, lends the whole setup a premium touch. You also now
get directional turn indicators, which are standard across all 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 now gets 16-inch units, while higher trims come
equipped with 17-inch alloys. The Monte Carlo version, in particular, stands
out with its sportier design.
Overall, the Kushaq remains a handsome SUV. The updates
subtly elevate its design, giving it a hint of Kodiaq-like presence and making
it feel a touch more upmarket. </p>
<h2>2026 Skoda Kushaq Review: Interior Equipment Changes</h2>
<p>Inside, the updates are rather interesting. The SUV now
comes with a panoramic sunroof. In fact, the base variant gets an electronic
sunroof, albeit a smaller unit, while the higher trims are equipped with the
full-sized version – good news for those who like this feature. I am, however,
more impressed by the increase in size elsewhere – the instrument cluster. </p>

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

<p>The Kushaq now features a 10.25-inch multi-colour MID with a
clean and intuitive user interface. It can even display turn-by-turn
navigation. Disappointingly, Skoda has still not equipped the Kushaq with a
360-degree camera, which feels like a significant omission. It does, however,
have a front parking sensor. The rear camera's quality has not improved.</p>

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

<p>Move to the second row, and you will find that the seats now
come with a massage function that actually works quite well. I was impressed by
its effectiveness, although I think Skoda might have been better off offering
seat ventilation for the second row instead. There are no sunshades here either. </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 continuing to do duty. The gearbox options,
however, have been revised. The 1.5-litre Kushaq is now offered exclusively
with a 7-speed DCT across the range. It is a shame to see the manual
discontinued, though it is understandable given the strong preference for
automatics. The smaller engine continues with a 6-speed manual, but the
earlier 6-speed torque-converter automatic has now been replaced by an 8-speed
unit. Crucially, this new automatic is available right from the base Classic+
variant, which is a sensible move.</p>

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

<p>Out on the road, the new 8-speed gearbox doesn’t 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 80 km/h, the drivetrain feels
slightly more relaxed. You can also shift gears manually, and the jump from
sixth to seventh drops engine speeds from around 2,000 rpm to roughly 1,500
rpm. The additional gears also contribute to a marginal improvement in fuel
efficiency – it’s now rated at 19.09 km/l, compared to 18.09 km/l earlier.
The new gearbox somewhat masks the initial lag in the lower
rev range, although you still feel head-nods as power surges abruptly with
rising revs. Gearshifts aren’t significantly smoother either. So, while the
update does not transform the experience dramatically, it does make it slightly
more refined without introducing any notable drawbacks.</p>

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

<p>The driving dynamics of the Kushaq remain largely unchanged
and continue to be enjoyable. It glides over bumps and inspires confidence
through corners, thanks to a competent chassis and a well-sorted suspension
setup. The steering could do with more feedback at higher speeds, but it
remains light and easy to use in the city. The addition of rear disc brakes on
the 1.5-litre variant is a welcome upgrade, offering greater
confidence and better bite during braking. While not essential, the option of ADAS in the higher
trims would have helped it compete more effectively with rivals in the segment. </p>
<h2>2026 Skoda Kushaq Review: Verdict<br></h2>
<p>This facelift does not bring a radical overhaul to the
Kushaq package, but it does equip it with a few additional tools to better
tackle the competition. That said, it still feels lacking in terms of outright
feature count when compared with some rivals. While many modern features can be
dismissed as gimmicks, some are genuinely useful, and their
absence here is noticeable. The core strengths of the 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 of the Kushaq has not changed
significantly, with the 1.0-litre manual priced at Rs 10.61 lakh. However, the Kushaq
1.5 feels somewhat expensive. It's available in two trims – Prestige and Monte
Carlo – priced at Rs 18.79 lakh and Rs 18.99 lakh, respectively (all prices
ex-showroom).
</p><p>What works in the Kushaq’s favour is the improved value
proposition at the lower end of the range. Much like the Kylaq, it now offers
more features in its entry-level trims, making it accessible to a broader set
of buyers. For those who appreciate what the Kylaq offers but need more
space, the Kushaq presents itself as a sensible step up.</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 a striking design and even sharper handling, now enhanced 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 a striking design and even sharper handling, now enhanced 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 updates to the Kushaq facelift, or are they just enough 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>
      <div style="width: 100%; height: auto;" class="post-image">
        <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;">
      </div>
    </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>
      <div style="width: 100%; height: auto;" class="post-image">
        <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;">
      </div>
    </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>
      <div style="width: 100%; height: auto;" class="post-image">
        <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;">
      </div>
    </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;">
      </div>
    </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;">
      </div>
    </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>
      <div style="width: 100%; height: auto;" class="post-image">
        <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;">
      </div>
    </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>

<table cellpadding="1" cellspacing="1">
    <tbody>
        <tr>
            <td>
                <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>
</table>

<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.

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