I own a 10-year-old Audi Q5 diesel, which is in mint condition even after 1.2 lakh kilometres. It has performed flawlessly, apart from one sensor issue that the dealership rectified. I’ve spent about Rs 60,000 on it recently, including four new tyres and some suspension bushes. It runs like new now, and I’m absolutely in love with it. I don’t travel to Delhi-NCR much, but I’m in two minds if I should hold on to it or sell it due to its age.

Bonny Singh, Ajmer

Autocar India says: Our advice is to hang on to it. 2.0 TDI engines are brilliant and you can’t get a new car with them anymore. There is a certain pleasure in driving a diesel SUV, so enjoy it while you can! If you don’t go to Delhi-NCR very much, you are not too inconvenienced either, and we don’t think a diesel ban on 10-year-old cars will be imposed in Rajasthan in the near future.

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Skoda India has taken the wraps off the Kylaq and revealed its starting price of Rs 7.89 lakh. With the Kylaq, the Czech carmaker has forayed into the heavily populated compact SUV segment, taking on the likes of the Tata Nexon, Hyundai Venue, and Mahindra XUV 3XO. The compact SUV space is the largest sub-segment in the Indian market, comprising more than 50 percent of all SUV sales.

The Kylaq is an important model for Skoda, positioned at the heart of the market. Here, we are looking at how it compares with its rivals on paper in terms of price, size, and specs.

Skoda Kylaq vs rivals dimensions

At 3,995mm in length, the Kylaq fits just under the sub-4m mark to be in line with most other compact SUVs, although the XUV 3XO, Kiger, and Magnite are slightly shorter. Overall, the Kylaq sits in the middle of its rivals on nearly every metric, barring wheelbase length and wheel size. Skoda's compact SUV has the second-longest wheelbase, at 2,556mm, after the XUV 3XO, which offers the best-in-class cabin space. The XUV 3XO comfortably accommodates three individuals in the rear, while the others are best reserved for two adults. Therefore, the Kylaq is expected to have more interior space than most of its rivals, if not the XUV 3XO.

Skoda Kylaq vs rivals engine and specs

The Kylaq is powered by a 1.0-litre, three-cylinder turbo-petrol engine that produces 115hp and 178Nm of torque. From the other Skoda-VW cars that this engine does duty in, along with our drive in a prototype, we know it is responsive, relatively refined, and delivers strong acceleration. The 6-speed manual and the 6-speed torque converter automatic gearboxes will also be carried over.

The Kylaq comes with a single engine, whereas most competitors offer at least two options. However, it finds itself right in the middle of the pack in terms of power and torque figures – it's more powerful than all entry-level, naturally aspirated engines of its rivals but slightly less powerful than the turbo-petrol units. The XUV 3XO, with the 131hp TGDi engine, remains the most powerful in its class. Meanwhile, the Brezza gets the largest engine, but it's the only one to miss out on a turbo-petrol unit.

It’s worth mentioning that the likes of the Nexon, XUV 3XO, Venue, and Sonet are also available with a diesel engine. The percentage of diesel buyers in this class is less than the majority and shrinking, but the said models at least offer that option. The Brezza and the Nexon are the only models in this class to get a factory-fitted CNG kit.

Skoda Kylaq price

Skoda has yet to reveal the full price list of the Kylaq, though it has confirmed that the entry-level Classic trim will be priced at Rs 7.89 lakh. With prices expected to rise to about Rs 14 lakh for the top-spec Prestige automatic variant, the Kylaq is expected to be well-priced compared to rivals like the Nexon, Brezza, XUV 3XO, Venue and Sonet. However, the Magnite and Kiger continue to be the most affordable compact SUVs on sale in India. 

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It was one of those perfect drives, a rare window of relative emptiness on India’s busiest highway. A mid-morning dash to the BU Bhandari showroom for the launch of the Mercedes-AMG GLC 43 was the easiest Mumbai-Pune trip I’ve done in a long time. Making the drive particularly relaxing was the new addition to Autocar India’s fleet, the all-electric Mercedes EQE SUV, which got its first highway outing.

It took just two hours and six minutes in the ultra-smooth (and quick) EQE SUV to go from the Autocar HQ to the BU Bhandari Showroom on the Pune bypass. That’s less than what many office folks take to get home on a typical working day in Mumbai. It does help that the AtalSetu has brought our office closer to the edge of Mumbai, and a 10:15am departure was a sweet spot (or time). The early-morning highway rush was over, the toll plazas had no long queues, and even the Lonavala Ghat, which is choked most of the day (and night) on Google Maps, was surprisingly ‘blue’. Traffic flowed without holdups, even on the steepest sections where trucks otherwise block all lanes while trying to ‘overtake’ at a crawl.

The Atal Setu is always a great place to try out the ADAS system on any car. The wide and perfectly marked lanes and the gentle curves on this 21km sea bridge were perfect for checking out the EQE SUV’s ‘Level 2’ ADAS capability. That meant letting the Adaptive Cruise Control (ACC), which I have set at 99kph (just below the 100kph speed limit), and the Lane Keep Assist do the work while I sat back and relaxed with just a light hand on the wheel, enjoying the harbour’s breathtaking views.

The Lane Keep Assist worked brilliantly, keeping the big Merc centred nicely in the fast lane. When changing lanes, I was impressed with how the ACC reacted smoothly. When you signal and shift into the overtaking lane, the ACC provides strong and linear acceleration without abrupt power surges to match the new lane’s speed.

While the ADAS in the Mercedes EQE SUV is highly advanced, it has some limitations, especially when dealing with erratic drivers who slice across lanes like it’s a normal thing to do. If some idiot abruptly cuts into your lane from a sharp angle, the ADAS can struggle to react promptly. This is not the case with just the EQE SUV – no ADAS is fully capable of handling such unpredictable events, which is a reminder of why the tech can only assist and not replace the driver.

Mercedes’ Active Brake Assist, while a great safety feature on paper, can become a nuisance – and even a potential hazard – in Mumbai’s chaotic traffic. Designed for controlled environments, it doesn’t quite account for the unpredictability of pedestrians darting across roads or scooters weaving through tight gaps. The system often triggers unnecessarily, slamming on the brakes at the slightest hint of an obstacle. In such congested conditions, this overly sensitive response can be more dangerous than helpful. These fierce and abrupt stops are hugely unnerving for the passengers and could catch a driver behind you off guard, increasing the risk of rear-end collisions. It’s best to switch the Brake Assist off, which you have to do every time you start the car.

The monsoons have made mincemeat of the Nhava Sheva road, which connects the Atal Setu to the Mumbai-Pune Expressway, and on such surfaces, the EQE SUV is out of its comfort zone. To be honest, it doesn’t quite live up to its SUV credentials and isn’t comfortable dropping in and out of potholes like its IC engine brethren. That’s because the softly sprung EQE SUV uses up its suspension travel quite easily, and deep ruts and craters crash through. In fact, it’s best to use ‘Sport’ drive mode as the default setting. The suspension feels overtly soft in Comfort and Normal modes, which is fine when you are crawling in rush hour, but up the pace a bit on even a slightly smooth road, and you’ll find the EQE SUV tends to wallow and feel floaty. In Sport mode, the suspension tightens nicely to give a more settled ride, which is what you want on the highway.

Two areas where the EQE SUV stands out are performance and range, and both are interlinked because, with great range, you can enjoy the performance without keeping an eye on the SOC meter.

Plant your foot down, and this big and heavy SUV lunges forward with an intensity that can take you aback but in a very pleasing way. The EQE SUV gathers with velvet smoothness, and before you know it, you’ve sailed past the speed limit. On the Mumbai-Pune expressway, which is now infested with speed cameras, it is hard not to get a speeding ticket. To stay out of trouble, I limit my indulgence to short jabs of the accelerator pedal just to enjoy all the 408hp and 858Nm of torque that puts most IC engine SUVs to shame.

I averaged 66kph on the 140km drive to BU Bhandari, which is pretty good if you consider that this included slow, non-expressway sections. Not that the expressway raises your average speed dramatically because with so many cameras staring at you, I’m forced to show a lot of restraint! With 332km range left, I didn’t need to use the Pune Mercedes dealers’ on-site 180kW fast charger, but it’s good to know that it’s there and that the dealership is happy to let non-Merc owners plug in as well. Located just off the Pune bypass, it’s an incredibly convenient place for EVs on a long-distance trip to Mahabaleshwar or beyond to quickly top up their batteries.

The return journey was equally uneventful. Using the regen down the Lonavala Ghat, I could extend the range even further, which, on this round trip, I calculated to be 504km. That is a truly impressive figure, considering how hard I was driving the EQE SUV. In fact, there was enough charge left in the battery (36 percent) for me to make another trip to Pune!

The other area where the EQE SUV shines is refinement. The EQE SUV is not just quiet; it’s like being inside a luxury vault on wheels. The adaptive air suspension noiselessly glides over any surface, and then there’s the acoustic insulation, which Mercedes has absolutely nailed. Road, tyre and wind noises, even the electric motor’s faint whir, are gone. The cabin is like a calm oasis, and that’s what makes the EQE SUV special. It is luxury in its most serene form.

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SUVs are all the rage today, but no one told the Dzire that. It continues to be a strong seller. Last year, the compact sedan found 1.57 lakh buyers – that’s more than all its competitors combined. Even more impressive is that this figure puts it ahead of compact SUVs like the Hyundai Venue, Kia Sonet and Maruti Fronx.

So, unlike the Ciaz, Maruti has lavished plenty of attention on this sedan, with regular updates since the original was launched in 2008. As with all predecessors, the Dzire is based on the Swift, and this new model shares its underpinnings with the latest Swift, which was introduced earlier this year. While it’s based on the previous car and shares its ‘Heartect’ platform, there are massive changes to technical bits, such as the suspension and the structural elements of the body. There are aesthetic changes too, and thus, Maruti classifies this as the 4th generation.

Except for the height, where the new Dzire is 10mm taller at 1,525mm, the new car is identical to the outgoing model in length (3,995mm), width (1,735mm), and wheelbase (2,450mm). The width and wheelbase are also identical to those of the new Swift.

Maruti Suzuki Dzire exterior style

With each generation, Maruti has further distanced the Dzire from the Swift, and this one sees the maximum separation. One look, or even a good long stare at the two cars outside, will not clue you into their shared genes. The Dzire looks very different, and the styling is very sedan-like with a horizontal orientation, unlike the previous car, which carried vertically styled elements. That’s clearly seen with the LED headlights, which are narrow, horizontally shaped units housing thin DRLs and crystal-like cube elements laid out horizontally. The grille has an Audi-esque familiarity to it, thanks to the large trapezoidal shape. That said, though, the Dzire’s front end has its own style and looks very smart and elegant, topped by a flatter bonnet compared to the previous car.

On the side, the curves on the doors look similar to the model before, but with the reshaped front and rear fenders, the new car does stand apart. Alloys are newly designed units, 15 inches in diameter, and carry 185/65 sized tyres. Atop, there’s a shark fin antenna instead of a regular one.

The tail-lights are squarish but carry a tri-arrow-shaped LED light signature laid horizontally, and that lends more visual width to the car. The boot has an added lip spoiler, and the lower edge of the bumper has a sporty-looking chamfered strip moulded into it. It helps widen the car visually and will make for a sporty touch with some contrasting shade. Dzire RS coming up, Suzuki?

Maruti Suzuki Dzire interior style, space and comfort

While the exterior bears no resemblance to the Swift, the interior is nearly identical. The dashboard, centre console, steering wheel, and instrument panel are all carried over but have a different colour scheme that uses beige on the dash, door pads and seats, and wood trim across the dash. It looks smart and neat, and all controls are well laid out and easy to use. While some might have preferred a fully digital instrument panel with a graphics-heavy design, the twin dials look neat, sporty, and very easy to read at a glance.

Front seats are comfy with soft cushioning, and overall space is just fine; at the rear, however, headroom is tight. Despite the 5mm increase in height over the Swift, headroom feels compromised, largely due to the sunroof, which has resulted in a lower headliner. The liner is scooped out towards the rear, but I had just about a three-finger space to the top, and the roof does feel close to your head. Comfort-wise, the seat is fine, softly cushioned like the front, and there’s a rear armrest, twin AC vents, and two USB ports for rear passengers. Boot space is just about adequate, at 382 litres – the lowest in the class – and the rear seat back is fixed (cannot be folded down).  

Maruti Suzuki Dzire features and safety

Big new features on the Dzire are a sunroof and a 360-degree camera; while the sunroof is small and has a more feel-good factor, the 360-degree camera offers a clear view with a 3D display and dynamic rear parking lines. Other features are a 9-inch touchscreen unit with wireless Android Auto and Apple CarPlay, wireless phone charging, connected car tech, and cruise control. Given what’s on offer today in this price segment, Maruti Suzuki should have had a few more features, such as premium audio hardware, cooled seats, and ambient lighting. 

While these features go amiss, it’s nice to see that the safety kit is elaborate and standard across variants. Six airbags, 3-point seatbelts for all occupants, ISO-FIX child seat mounts, ABS, ESP, and Hill Hold Assist will feature in every Dzire sold. What’s even nicer to see, and will be a big surprise for many, is the 5-star adult occupant and 4-star child occupant protection rating the Dzire has scored under the GNCAP safety protocol. The performance in these new enhanced safety protocols is commendable, and while it may not be a 360-degree assessment of everything that can go wrong, it covers a significant portion of road accidents and is a good barometer for the safety potential of a car.

Maruti Suzuki Dzire engine and performance

The new Dzire is powered by the recently introduced Z12E engine that debuted with the new Swift. Like in the Swift, the 3-cylinder unit puts out an identical 82hp at 5700rpm and 112Nm of torque at 4300rpm. It feels identical in nature too. There are some vibrations at low rpms, but these fade away as you drive on. The engine is quite audible, but at low and mid speeds, it has a likeable audio note with it, only sounding strained at the top end.

82hp may not sound like much, and indeed, it is 8hp lower than the outgoing K12M engine. However, at low engine speeds, the response is good and the car moves off the line cleanly and crisply.

Power then builds up in a gentle and linear fashion, and keeps coming in even above 5,000rpm, so there is some merit in revving it further. Those who like a spirited drive will end up doing so, as the engine isn’t peppy and lively. It even red lines at 6,000rpm, which is about 400rpm lower than the previous unit. In a quick test, it took over 13 seconds to 100kph from zero, which is slower than the previous car. However, we’ll soon put it through our standard instrument tests to measure all the figures. Don’t hold your breath, though, as the Dzire will be slower than the Swift, which itself wasn’t very impressive.

Going through the gears isn't a chore; the 5-speed gearbox has been tweaked and features a new hydraulic clutch. It's very smooth and light in effort, and the gear throws are also light and easy. Shifts on the AMT are smooth and at a moderate pace, and there's a minimal gap between shifts; it also downshifts a gear or two readily, but put your foot down and the pause gets very pronounced, and this does slow down the car during hard acceleration. There is a tip function to the gear lever that enables you to manually control shifts. 

The main calling card for the new powerplant is efficiency, with the Dzire now claiming a figure of 24.79kpl for the 5-speed manual, which is up from the earlier cars' 23.26kpl claim. The AMT version claims a figure of 25.71kpl. There's also a CNG version, which we are yet to drive, and that promises 33.73kms/kg from its 70ps and 102Nm power unit.

Maruti Suzuki Dzire ride and handling

Like the powertrain, the Dzire’s suspension hardware is also carried over from the Swift, with McPherson struts at the front and a torsion beam setup at the rear. Small tweaks have been made to the spring and dampers; however, these are only to compensate for the increase in kerb weight, which, at 960 kg, is 40 kilos more than the Swift. The character thus remains the same, and that’s a very good thing. Like the hatch, the sedan also rides very well; bump absorption is good, and regular potholes and ruts are smoothed out well.

On the handling front, too, it impresses like the Swift. The electric power steering is smooth and fluid, and it returns to the centre in a very natural manner. Push it hard, and there is some body roll, but for everyday and even some spirited driving, it corners well with a progressive and controlled lean, offering good road grip.  

Maruti Suzuki Dzire price and verdict

Maruti Suzuki has clearly put in significant effort with the new Dzire. The car looks and feels very different from before; it’s elegant and more sedan-like, and that’s commendable given the tight confines of its sub-4-meter footprint. It rides very well, the handling is good and sporty, and the engine is more than adequate for everyday driving. It’s well equipped, too, and features like the sunroof and 360-degree camera will be appreciated, as will the fact that this is Maruti Suzuki’s first 5-star GNCAP car. It’s priced between Rs 6.79 lakh and Rs 10.14 lakh (ex-showroom, Delhi).

So is it perfect, then? No, rear headroom is tight, and it should have offered a few more of today’s must-have features, but this won’t be enough to deter buyers, especially not when you weigh it against its impressive breadth of abilities. So, like its predecessor, the new Dzire will continue to ring the cash register for Maruti and is all set to carry on being the flagbearer for sedans in an increasingly dominant SUV world.

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At a time when most passenger vehicle brands are shifting focus towards SUVs, Maruti believes it's crucial to have a strong product line-up across all mass-market segments, including sedans, for a high market share.

“Although the SUV segment is growing, all other segments are equally important for us; Because, to retain our high market share, we have to have a presence in each segment. Especially in the sedan segment, which is traditionally very important,” MD and CEO Hisashi Takeuchi said on the sidelines of the new Dzire launch.

1. Maruti has spent Rs 1,000 crore on developing the fourth-gen Dzire
2. Sedans currently account for around 8 percent of the total PV volume
3. Maruti aims to increase sedan market to 10 percent with the new Dzire

New Dzire to rejuvinate compact sedan segment 

Hatchbacks or small cars and sedans have seen a significant decline in sales over the past decade, leading automakers to put their major focus on SUVs, with several even vacating the small car space altogether. The sedan segment has also been missing major product action for some time now. For Maruti, however, things are slightly different, as the brand continues to focus on popular models like the Dzire, with timely updates and model changes.

“The compact sedan is a very reliable and stable segment. We can count on stable numbers all the time,” Takeuchi said. The automaker spent Rs 1,000 crore on the design, development, and production of the new 4th-generation Dzire, which comes with the Swift’s 1.2-litre three-cylinder Z12E engine and a slew of new features, including added safety tech.

With the new Dzire, the automaker expects to re-energise the segment. “Taking a long perspective, by 2030, we feel the passenger vehicle market will be around 60 lakh units and sedans will still have a reasonable pie of close to 10 percent,” said senior executive officer for Marketing and Sales Partho Banerjee.

Sedans currently account for around 8 percent of the total passenger vehicle volume and compact sub-4 meter models contribute to approximately 70 percent of that segment. Maruti Suzuki is the market leader in the compact sedan space with a share of around 60 percent. Last year, it sold around 1.6 lakh units of the Dzire.

The Dzire generates a significant part of its sales from the fleet segment, where it is exclusively sold as the low-frills 'Tour S' variant for fleet operators. Around 65-70 percent of the Dzire sales come from the personal segment, while the rest account for the fleet segment.

“With the previous-generation Dzire, there was a challenge to meet the different requirements of personal and fleet customer segments. So, we used to keep a balance to serve both segments,” Banerjee said.

However, in a bid to prioritise the requirement of private buyers, Maruti is offering the fourth-generation Dzire only for personal mobility. For fleet users, the automaker will continue with the previous-generation Dzire, branded as Maruti Tour S. Apart from the Dzire, the Tata Tigor, Honda Amaze, and Hyundai Aura are other models in the compact sedan space. 

With inputs from Yukta Mudgal

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Toyota had introduced Festival Limited Edition variants of the Glanza, Taisor and Hyryder a couple of months ago, with free dealer-level accessories. Now, Toyota is offering the same accessories packages at a discounted price on the Glanza, Taisor and Hyryder as part of year-end benefits.  

1. Glanza and Taisor get dealer-level accessories at discounted price
2. Other exclusive year-end offers extend to over Rs 1 lakh

Toyota Special Limited-Edition variants: what’s new?

All three cars essentially come with dealer-level accessories such as chrome highlights for the grilles and bumpers, 3D door mats, door visors and full body covers. These accessories can be availed on all trims of the Glanza, on the lower-spec E, S and S+ trims of the Taisor, and on the S, G and V trims of the Urban Cruiser Hyryder. These, however, cannot be opted for with the CNG variants of any car.

The accessory package on the Glanza is available for Rs 17,381 (down from Rs 20,567); the one for the Taisor costs Rs 17,931 (down from Rs 20,160), while the Hyryder’s accessories package is listed for Rs 50,817 (no change from regular price). These prices are applicable till December 31, 2024.

Apart from these accessories, customers can also avail of other exclusive year-end offers worth over Rs 1 lakh, although Toyota has not specified the exact nature of these benefits. Toyota is likely to have extended these benefits in an effort to clear stocks before the year-end. 

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The Hyundai Creta is one of the most in-demand SUVs in Autocar India’s long-term fleet, and it isn’t hard to see why. It’s spacious, comfy, practical and feature-loaded, and with the petrol-CVT powertrain this one packs, it’s right at home in the city, too. So I was very happy that I managed to snag the keys and draft it in as my ride for the rains. And while I’ve been using it mostly for commuting, with the monsoon season in full swing, a road trip with friends was soon planned, and the Creta was called into action as the weekend getaway car.

With not much luggage for a two-day trip, the Creta’s practicality wasn’t put to the test, but the 200-odd km highway drive did reveal a few of its other attributes. Let’s start with the seats; they’re very comfy and ventilated, and the power adjustment means it’s easy to get your ideal driving position. I also appreciate the Creta’s absorbent ride, as it dealt with the broken patches of the old Mumbai-Goa highway with ease. The Creta felt absolutely composed on the road despite loads of standing water on the highway and gusty winds on the Atal Setu. Another thing I grew to appreciate is the well-executed blind spot monitor that shows up in the instrument panel. This feature proved to be very useful when visibility from the wing mirrors was poor due to the weather. The 360-degree camera also proved its worth when parking during rain. 

But perhaps, what I like most about this particular Creta, is its easy-going nature – it has made me a much calmer driver, and that has only helped with fuel efficiency. A lot of that is down to the buttery smooth 1.5 petrol-CVT powertrain combo. The engine is barely audible inside the cabin. While you do get some of that typical rubber-band effect from the CVT when you’re pushing, it’s well-masked in this SUV. Overall, it makes for a relaxed driving experience that rarely brings out the ‘racer’ in you.

There’s not much wrong with the Creta, but I’ve noticed some things that could make living with it even more comfy. I would’ve liked it if the centre armrest had a sliding function to rest your elbow on long drives. Wireless smartphone integration would’ve been appreciated, too. The light-coloured upholstery has been a pain to keep clean in this weather.

Overall, it’s been a comfortable and trouble-free few weeks with the Creta. I’ve also figured out how to solve some issues, such as Android Auto only appearing in split screen and the infamous lock/unlock beeps. More on that in the next one – if I’m able to hold on to the keys.

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Yes it’s back. If you’ve been a regular reader, you might remember we had already published the final report of this particular Kushaq Monte Carlo. Thing is though, a lot of us really love this bright red SUV. So when we asked Skoda if we could keep it a bit longer, they very kindly obliged. These days it’s rare to find a mass-segment offering that’s high on driving pleasure. Most are set up to deliver a comfortable but anaesthetised drive. Not this one. And that’s why we all love driving it.

Shapur loves the 1.5-litre TSI engine that’s strong and makes the Kushaq quick off the line as well as in roll-ons. Hormazd took it to his favourite haunt – Mahabaleshwar – and came back proclaiming this to be the best mass segment DSG by a long shot. And I am really smitten with its ride and handling balance. These traits have really come in handy during the monsoons – overtaking black-and-yellow cabs, struggling through rain-ravaged streets with fogged up windscreens is a breeze. Flex your right foot and you get by in an instant, and if you need to, tug on the paddle and the gearbox is super quick to respond. The best part is it rarely second guesses you, so it does exactly what you want and that’s what Hormazd really liked. Coming down through the ghats, one to two successive paddle pulls, and gear changes are delivered quickly and without hesitation. A side note: in very-low-speed traffic, it does trip up, fumbling between first and second gears.

The monsoons have also put the suspension to the test. While I like the ride and handling overall, my preference leans towards handling, with a firmer setup. And although this means you don’t have a cushy ride over the rough stuff, it also means it does not bottom out on the many potholes and sharp edges that are literally everywhere.

The wet stuff has managed to trip up the rearview camera though. On two occasions – both during a heavy downpour – the feed began to stutter rapidly, making it impossible to see and judge your parking. It’s most likely moisture or water related and might disappear come drier days, but in any case, we will have the dealership inspect the connections as it’s not a screen issue.

That aside, the monsoons have been a breeze for the Kushaq. Even the AC, which used to struggle maintaining low temperatures in the summer heat, does just fine in weather like this. Fuel efficiency has not dropped too much, either. A slower pace overall has seen me get single-digit figures – around 7kpl – but in freer-moving traffic, it does rise to low two digits. That’s thanks to the cylinder-deactivation function, which, during steady low-load cruising, shuts down two cylinders for better efficiency. I’m definitely going to hang onto this one until the rains stop. I’ve got an out-of-town trip planned, and so far I’ve not had to contend with water-logged and flooded streets. But if I do, the Kushaq’s 155mm laden ground clearance will certainly come in handy.

Skoda Kushaq Monte Carlo long term review, 12,200km report

Skoda Slavia, Kushaq prices down by about Rs 1 lakh

The Tucson is something of an anomaly in the Autocar India long-term fleet because, somehow, it’s flown under the radar. And at first, I couldn’t figure out why. I checked our records. It’s been with us for almost a whole year, and we’ve put 11,000km on it. Yet, very few of the team drove it much or had a lot to say about it. I remember reviewing the Tucson at the media event back in 2022, and there’s a lot to love. So when I heard it would be returning to the Hyundai mothership, I quickly snapped up the keys for what would be its last stint with us. After spending some time with it, however, I soon realised why it changed hands so very often during its time with us.

But before we get to that, just look at it! No mainstream SUV, even a premium one like this, has any right to look this good. And even if the curves and cuts in the bodywork don’t fit your aesthetic, there’s no denying the amount of work that’s gone into it. It puts a smile on my face every time I lock or unlock it, and those trapezoidal LEDs light up like wings integrated into the grille. Even the fang-like LED tail-lamps are a work of art. Another detail I absolutely love is how the rear wiper is hidden under the spoiler, not only removing visual clutter but literal clutter, too, as it stays protected from dirt, leaves and other detritus. 

Inside, too, I don’t think even my own review gave enough credit to how forward in design and quality this is. Remember the old Tucson? It feels like a two-generational step back compared to this. And now, since we also have a Creta and an Ioniq 5 in our fleet, it’s easy to see the Tucson is far closer to the latter on the inside. They’ve found the perfect height for the freestanding digital driver’s display – it doesn’t block your view of the road, and the steering doesn’t block your view of it – and behind it, the horizontal band of AC vents flow seamlessly into the doors. On that subject, a simple but superb feature: the ‘diffuse’ function, which, coupled with auto climate control with three intensity settings, cools the car without blasting you in the face with a strong draft. 

The interior is not without its foibles, though. The cream upholstery is well past its ‘stay clean’ date and has aged the interior far too quickly; you have to reset the drive mode and ADAS to your preferred setting every time you start the car; and I can only hope Hyundai will figure out wireless Android Auto by the next generation. And while the rear seat is huge, a lack of window blinds is a huge miss. There’s also an unidentifiable rattle from the parcel shelf that echoes around the big boot.

Down to more mechanical things, the Tucson is nothing to write home about. The handsome wheels hide a clunky ride, the handling is easy but ponderous, and the turning circle is enormous. But really, it’s our Tucson’s powertrain that’s the big letdown because it’s the petrol version. Rather than going with a modern direct-injection turbo petrol, as is offered overseas, the Indian car uses the same old 2.0 MPI naturally aspirated petrol, allied to an equally antiquated 6-speed torque-converter automatic, as the old Tucson. 

Apart from a generally underwhelming driving experience, it’s also resulted in the worst fuel economy we’ve experienced this side of a supercar. Forget double digits, the Tucson petrol struggles to get past 7kpl in city driving, which explains why none of my colleagues drove it for very long. The solution is simple (unless you live in the Delhi NCR, I suppose): opt for the diesel, which is superior in every conceivable way, including using a more modern 8-speed auto, and even an AWD option. Yes, the petrol version is several lakhs cheaper, but at the rate it drinks petrol, the costs would even out sooner than you think.

Fun fact: Hyundai was meant to swap our petrol Tucson with a diesel somewhere during the year but never did. Lord knows how many more kilometres it would have covered had they done that. But more to the point, more of us would certainly have spent a lot more time in what is otherwise one of the best premium SUVs in the market.   

Also see:

Hyundai Tucson long term review, 21,000km report

Hyundai Tucson long term review, 18,500km report

I like big, flashy, ostentatious cars just as much as anyone else, but let’s be real. I live in Mumbai, where commutes are more accurately measured in time, not distance. The streets are small and crowded, traffic moves at a wheel-to-wheel crawl, and when it rains, the road surface starts to resemble Normandy Beach on D-Day. To tackle the first two obstacles, a small car is best, preferably an electric one that doesn’t emit fumes whilst it’s stuck in traffic. That’s why I loved our long-term MG Comet so very much. The latter issue, however, is best tackled with an SUV; something even an ardent sedan aficionado like myself will concede. Enter the Punch EV, which, in its first month alone – an arduous one during peak monsoon – has managed to fulfil that very specific list of requirements.

Okay, it’s a size or two up on the Comet, but that’s not to say it’s large; it feels noticeably more compact than even the Nexon EV we ran in our fleet last year. You pay the price in the back seat, which doesn’t feel as spacious as even the Comet’s (one of the benefits of the MG’s boxy design and skateboard platform). But since I rarely have passengers, this is no bother. What’s most important is its small footprint in a traffic jam, and the ease with which you can park it just about anywhere in Mumbai. On that last point, I find myself relying more on the large rear-view mirrors, as the rear camera quality isn’t sharp. Its feed regularly fails, and during the monsoon, it’s often quickly caked in muck kicked up by the tyres.

With a potent 122hp in such a tiny package, performance feels almost excessive. While it was initially fun watching other motorists’ looks of surprise as a Punch scurried away from them when the lights turned green, these days I find myself staying away from Sport mode because it’s simply too strong for crowded city environs, and flooring it can cause alarming wheelspin. While Eco mode isn’t overtly dull, I’ve come to prefer City (or Normal) mode, which just feels a bit more effortless. What’s more, I’ve been playing around with the adjustable regen, done via paddle shifters behind the steering wheel; very premium. The ideal mix I’ve settled on for around town is City drive mode and Level 2 regen, which I think complement each other well. It also helped contribute to city efficiency of 6.9km/kWh, which translates to a potential 240km from its 35kWh battery.

While I like that they’ve moved to the upmarket paddle-style regen mode selection, I’m disappointed they went back to the rotary dial for the gear selector; the Nexon EV has since moved on to a smart monostable lever. Yes, it’s cool that a colour screen shows you what drive state you’re in, but the shift is still slow and sometimes doesn’t happen at all. You have to look down to see if you’re in D or R every time – a huge frustration in the heat of the moment while making a three-point turn on a busy street, as I have to do it daily to get into my home. Moreover, we too experienced the ‘EV System Critical Alert’ error message, which is a known issue in Tata EVs. While the vehicle started up just fine, it would not lock, although the error subsequently disappeared on its own. Nonetheless, Tata was quick to collect the car for inspection. It’s also really annoying that the car alarm goes off if you exit the vehicle with the key, even for a few seconds while the car’s running, like to shut a gate, for example. My neighbours aren’t fans. 

But these are all things I’d be prepared to learn to work around for the overall package the Punch EV delivers. I’ve mentioned the powertrain already, but the ride quality is something that has to be experienced to believe. Forget compact SUVs, it’s safely on par with midsize SUVs two classes above, and the little Punch just crushes monsoon potholes without flinching. Then there’s the features list, which is so vast, you’d think Tata would’ve saved some stuff for its more expensive EVs. In fact, at the recent Curvv EV launch, I couldn’t help but chuckle when I realised most of its features were available in the Punch EV, too. 360-degree cameras with blind-view monitoring? Ventilated front seats? A sunroof? Connected tech? LED lighting? You don’t expect any of this in a sub-compact SUV.

Also see: 

Tata Punch EV review: Feels like a mini-Nexon EV 

Tata Punch EV road test, review 

The Mini Cooper was one of the first cars to introduce the concept of an affordable, fun-to-drive small car. As time passed, affordability reduced as the new Mini models climbed up into the premium end. But, of course, the fun element remained. In a similar vein, albeit at the other end of the spectrum, is the Maruti Swift. The first generation Swift was fun, and in keeping with Maruti’s ethos, affordable too. However, since the launch of the fourth-generation Swift, there has been a lot of talk about the smaller three-cylinder engine – lacking in power and grunt – and the price climbing higher, reaching levels of its elder sibling, the Baleno. Yes, the price has climbed higher for sure, but as for performance, it hasn’t been an issue for me at all. I say this after using the new Swift as my daily driver for around a month now. 

The shape and size are just right for the city, the seats are soft and comfy, and the engine – well, it’s efficient. And that’s always a higher priority when I’m paying fuel bills. Since I got the Swift, I’ve clocked over 1,000km and the average efficiency has always been above 14kpl. And no, I do not drive it with a light foot. To be fair, on many occasions, I can’t. In peak-hour traffic, the engine is more than adequate, but as soon as a few overtakes are on the cards, it needs to be wrung hard. The linear power delivery just doesn’t cut it, and the only quick fix is downshifting. Speaking of which, I had hoped for an automatic after driving the manual Exter for over three months, but the Swift is yet another manual. I would have sulked if it were any other car, but on the Swift, having a manual gearbox is fun. The clutch is superlight and absolutely effortless, the gears slot in well, and you almost forget about the lack of pep from the engine. The seating position is also bang on, and there is a dedicated dead pedal for added comfort.

What’s a bit of an annoyance is the auto start/stop, which helps save fuel, but in stop-go traffic, the constant shutting off and on will add to the suffering. Thankfully, it just takes a press of a button to turn it off. The other negative is the camera quality. Given the price at which the new Swift has been launched, you would expect a decent parking camera. However, the resolution is poor on the new Swift, and even basics like dynamic guidelines are missing. In the dark, and while it is raining, you cannot rely too much on it. Speaking of darkness, there is no rear cabin light, which I’m guessing helps save some costs, but it is essential. I end up storing shopping bags or small items in the back seat and in case they roll off or I can’t find them, I have to use the phone flashlight. A lamp at the rear would have helped.

The rest of the car, though, has been perfect in the city. The steering is light enough to allow zipping through narrow streets and parking in tight spaces, especially in and around the crowded suburb of Bandra. The boot is more than adequate for a weekend out of the city, the rear seats get dedicated USB-A and type-C charging ports as well as AC vents. LED lights work well in the dark, the ground clearance is plenty, and there is nothing to complain about the ride comfort from the 15-inch wheels. Honestly, the more I drive it, the more I like it.

As an introduction, it has been very positive, and most apprehensions about the dull engine performance fade away. However, once this anniversary issue closes, I’ve planned a getaway out of town, which will involve a whole lot more overtaking and triple-digit speeds. How the engine fares there is what the next report will be on.

Also see:

2024 Maruti Swift road test, review

Maruti Swift vs Baleno comparison video

Maruti Swift CNG launched at Rs 8.20 lakh