It is almost impossible to get hold of our long-term Skoda Slavia’s key, which Shapur has been clinging onto ever since it arrived in the Autocar India fleet. It isn’t hard to see why, though – the combination of 150hp turbo petrol and dual-clutch transmission, along with the very European driving dynamics, make it a hoot to drive. Luckily for me, his packed schedule with back-to-back travel for all the special stories for our (previous) 300th issue and (this) anniversary issue resulted in the Slavia being left uncommissioned in one of the corners of our office parking lot. And with a full tank of fuel, too!

Straight up, finding an ideal driving position is a breeze thanks to the electric driver’s seat controls and multiple steering adjustments. And I can’t applaud the 10-inch touchscreen’s seamless connectivity enough, especially with wireless Android Auto. Also, while the sound system isn’t branded, the quality is impressive, with clear vocals and strong bass. 

Enough has been said by Shapur about its strong 150hp 1.5 TSI turbo-petrol engine. So I won’t repeat it. It is quick, and the mid-range pull is strong, but because of its linear nature, I miss the drama of yesteryear’s turbo-petrol mills, wherein turbo lag was followed by manic boost; those had a charm of their own. Also, at high revs, the 1.5 TSI sounds quite boomy. 

The seven-speed dual-clutch isn’t very smooth in stop-go traffic either. It makes the car lurch ahead while rolling off from a standstill. While decelerating, the downshifts occasionally feel jerky. The overenthusiastic auto stop-start system kicks in even before the car comes to a full halt, which gets very annoying at crawling speeds. Finally, enthusiasts who want to unlock more out of this engine will be disappointed as most tuners haven’t been able to crack its ECU.

One evening, I drove the Slavia at my docile best and tried to induce its cylinder deactivation technology as often as possible. It was a smooth-flowing 22-minute journey from office to home, with the usual traffic signals and auto stop-start feature doing its thing, and the best I managed to achieve was 13kpl as per the instrument cluster display, which is quite accurate. But bring in bumper-to-bumper traffic and high ambient temperatures into the mix, and after just a few minutes of idling, like any other turbo-petrol car, fuel efficiency nosedives to single digits – which is what we’ve been averaging to date.

After spending a couple of weeks with the Slavia, I revisited our road test and can relate to every little detail mentioned, especially this statement, which summarises my experience perfectly: “The Slavia is so good, it is one of the most rounded offerings in the segment, and with its practical yet fun-to-drive nature, this sedan has got serious potential to sway SUV buyers in its direction.”

Also see: 

Skoda Slavia DSG long term review, 5,700km report

2022 Skoda Slavia review, road test

I’ve always had a soft spot for Mercedes-Benz. The sheer luxury they offer simply bowls me over. While hardcore performance cars are often what I usually find myself behind the wheel of, every now and then, it is nice to sink back into the lap of luxury. And that’s been the case with the Mercedes-Benz GLC 220d in our long-term fleet. It was my daily driver for a few weeks, and I must say it always put a smile on my face each time I walked up to it to start my long commute to the office.

I really like the styling of the GLC, which is just right and not over-the-top; it looks smart and has a good road presence, too. What I like even more, though, are the interiors. The inside complements the exterior perfectly, beginning with a neat and smart dashboard. However, I have to mention that for an otherwise minimalist cabin during the day, I found the ambient lighting a bit overwhelming with all sorts of colours on the dashboard and around the cabin. Thankfully, it can be toned down to a single colour or the brightness can be reduced. While there have been mixed opinions about it among my colleagues, I personally like the pinstripe pattern, which goes well with the matte dark wood insert on the dash.

I also like the large 11.9-inch touchscreen, which is conveniently placed with a slight tilt towards the driver, making it more driver-centric. I also like the fact that most controls are integrated into the central touchscreen, along with a single bar of buttons for quick access to driving modes, park-assist, hazard lights, and volume controls. It sure looks neat, but feels loose when used.

Something that I am really particular about in cars is the seats, especially the driver’s, as that’s where I spend most of my time. I must say that the GLC’s front seats were perfect for me. The cushioning is on the firm side, but I really like the side bolstering, which offers great support. I also found the brown leather seats perfectly suited for everyday use, without having to worry about them getting stained or dirty easily. What I found very useful was the seat memory feature, which allowed me to store the seat position, steering reach/rake, and wing mirror position every time I had to swap cars with my colleagues. Another aspect I really appreciated was the Burmester audio system, which delivered top-notch, crisp audio quality. Also worth mentioning are the side footboards, which made it easier to get in and out of the GLC.

Another feature that is very helpful is the 360-degree camera, which also offers a simulated under-bonnet view using the front camera. What’s even more interesting is the GPS-activated 360-degree camera, which begins to relay a feed as soon as the GLC arrives at a saved GPS location. This is convenient if your parking spot is in a tight space. One oddity I did notice is that Google Maps via Apple CarPlay is projected on the whole screen, while when using Android Auto, it shows up on only half the screen.

The GLC proved to be a perfect mile-muncher as it offered an estimated range of over 800km on a tank of diesel. This made it a go-to choice for long road trips for me, and I enjoyed the way it drives. There’s a healthy dose of torque, and the tall gearing means the GLC 220d was happily stretching its legs on highways. The 9-speed torque converter gearbox worked seamlessly and was fun to toggle between gears via the paddle shifters every once in a while for some enthusiastic driving. I found the suspension to be on the firm side, but it was never uncomfortable. The chunky 55-profile tyres were a boon on bad roads, providing extra cushioning where needed.

The GLC is equipped with Level 1 ADAS, which includes lane-keep assist and active brake assist. While these features are good for safety on highways, I found the active brake assist too intrusive and sensitive for our cities. Annoyingly, every time I turned it off via the settings, it would come back on with each ignition cycle.

But these grouses aside, the GLC is really a well-sorted package and I had a comfortable time using it as my daily driver to work and on some enjoyable drives out of town. It is headed back to Mercedes now, and while I am a bit sad to see it go, on a greener note, we’ve got the Mercedes EQE SUV in the long-term fleet. More on it soon! 

Also see: 

Mercedes GLC and GLE coupes could be axed in the future

Mercedes GLC long term review, 8,700km report

2024 Mercedes AMG GLC 43 Coupe video review

It isn’t often that a new car impresses me as much as the Toyota Hyryder has. The hybrid’s EV-like initial responses, fuel efficiency that’s better than most frugal diesel cars and a likeable package backed by Toyota are some of the reasons why I persuaded my wife to buy the SUV as soon as it was launched.

But while I have one at home, it’s hard to pry it away from my wife. So, I grabbed the keys to the one Toyota lent us as a long-termer.

I think the Hyryder’s design is very appealing, and its ‘Speedy Blue’ paint makes it quite striking, too. On the inside, the dashboard and doors have a nice leatherette padding, and the brown and black colour scheme certainly lifts the cabin’s perceived quality. You can’t ignore that it shares many parts with lower-priced Marutis, but it isn’t to the extent of feeling cheap or offensive at its Rs 20 lakh price.

The Hyryder’s ergonomics are spot on, with plenty of seat, steering and central armrest adjustment for you to get comfortable. However, the seats aren’t the comfiest, and the cushioning results in some body ache on longer drives. At the rear, space is adequate for two adults – it isn’t as wide as the Creta’s – although six-footers will find headroom tight even with the backrest fully reclined.

After several road trips and airport runs, I can confidently say that with a plus-sized check-in bag in the boot, there’s only about enough room for a laptop bag; you can slide a laptop bag into the slim storage beneath the boot floor, too. On either side of the boot, there’s a deep storage area that is useful to stow smaller items.

I must talk about the touchscreen and wireless charger as well; the touchscreen’s software is buggy, resulting in frequent disconnection and low call volume when connected to wireless Android Auto and Apple CarPlay. We hope a software update solves this. The wireless charger is also flawed; it suspends charging often without reason, which is very annoying.

Also, the thin sun shade for the sunroof allows the cabin to be soaked in heat far too quickly when parked outdoors. A high-quality sunfilm on the sunroof could alleviate this issue.

Though Toyota has connected car tech, the vehicle locator is the only feature I found useful. It also tells you how much fuel is left and the current range, but I would have liked more information, especially related to fuel efficiency, and a trip log. You can’t unlock the vehicle via the app if you don’t use the app to lock it in the first place, which is quite strange. There is a pre-cooling feature, too, that I’ve used only once.

Rounding off the not-so-nice bits, when the engine/generator kicks in to charge the lithium-ion battery, the system occasionally makes quite a few sounds, which can take the uninitiated by surprise, and if you’re paying attention, you’ll also feel some vibrations at idle.

Now, let’s talk about the things I really love. The first is performance. A seamless and silent electric startup is something I truly appreciate. Next, the electric motor nicely complements the three-cylinder petrol engine, delivering almost electric vehicle-like responses, making it ideal for closing gaps or when overtaking. The torque curve tapers soon after, and the e-CVT makes the engine rev quite a bit when your foot is pinned to the throttle, emanating a rather unpleasant note.

But the highlight is its fuel efficiency. In Eco mode, the best I’ve achieved is 26.5kpl, with 80 percent highway driving and the rest in the city. With no effort to drive with the intent of maximising efficiency, the average city efficiency is about 20-21kpl in winter months, and this number drops to 18-19kpl in summer. An insider at Toyota explained that the e-compressor puts a high load on the hybrid system, which explains the lower efficiency when ambient temperatures are higher. Do note that these numbers are measured using the tankful-to-tankful method.

Lastly, the Hyryder’s suspension is on the firmer side, but driving manners and steering make it feel very confident at highway speeds. It also exudes an underlying toughness while dealing with poor, broken roads, which, to some extent, makes it similar to its rugged sibling, the Toyota Fortuner.

The Hyryder has been a fill-it, shut-it and forget-it car, one that goes about doing all that’s expected of it in a fuss-free and competent manner.

Also see:

Toyota Hyryder Festival Limited Edition launched

Kia Seltos vs Toyota Hyryder vs MG ZS EV comparison video

Toyota Rumion gets free accessories with new Festival Limited Edition

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.

Also see:

Mercedes EQE SUV vs Audi Q8 e tron vs BMW iX vs Jaguar I Pace comparison video

Mercedes CLE review: Breezy cruiser

New Mercedes-AMG C 63 S E Performance to launch on November 12

While it may not be deemed fit for hard-core bikers and offroading, it does come across as a strong contender for regular commutes

Suzuki Motorcycle India manufactures the V-Strom SX, Gixxer SF 250, Gixxer 250, Gixxer SF, Gixxer, Access 125, Avenis, Burgman Street and Burgman Street EX entirely in India.

Until now, the M Sport trim was only available on the diesel X1, but now it is also available on the petrol X1

The Q3 will be the fifth Audi to be locally produced, with the Audi A4, Audi A6, Audi Q5 and Audi Q7, at the brand’s plant in Aurangabad, Maharashtra

After a test drive, we share our verdict on the bike’s cut, design and mileage

The Aurochs Edition sits between the HTX and HTX+ trims in the Sonet’s variant line-up.

Of the total 9,10,376 motorcycles, which TVS sold in FY2023 (up 29%), the Raider 125 accounted for a 26% share

The Seltos has only been available with a single-pane sunroof in India since launch, but it now gets a panoramic sunroof

With Bluarmor’s C30, one no longer needs to shout to be heard above the din of traffic

The bike does win when it comes to its look and sound, but, is that enough?

This new colourway for the R15 dresses the bike up almost entirely in black, sprinkled with gold highlights for the Yamaha and R15 logos and golden alloy wheels.

The Gloster Blackstorm edition comes with all the bells and whistles that are offered on the regular Gloster.

Honda has filed a patent for a twin-screw supercharger, similar to the one found on the Kawasaki H2.

Jimny (5-door) will be available in Zeta and Alpha variants with Automatic and Manual transmission choices for customers, Maruti Suzuki India said.

Emil George from Kochi drove through 28 States and six union territories on the Indian mainland in ninety seven days

The KTM 200 Duke sports the same design as the larger Dukes, with a central spine running top-to-bottom, splitting the headlight elements.

Unveiling the updated version of its Seltos, Kia India aims to garner a 10% market share in the domestic passenger vehicle segment

The weather is just right for some high energy, adrenaline-pumping activities. Here is a list of some of the newest experiences in and around Visakhapatnam

We get an exclusive first look at the Mercedes-Maybach GLS 600 and take it for a spin in a rather challenging setting

The heavily updated Hyundai Alcazar is a heady combination of space, luxury and practicality

Tata Motors has finally taken the wraps off the Curvv, a bold looking SUV coupe that is available with petrol, diesel and electric powertrains

Kia India unveils the EV9 e-SUV and Carnival Limousine, blending cutting-edge technology, luxury, and sustainability

The Maruti Suzuki Dzire has long been a top choice in the Indian compact sedan segment, renowned for its balance of practicality, affordability, and reliability

RL Cafe is run by Bindhu KV and her husband, Balachandran T, in Thiruvananthapuram

Aimed at the global reader, The Ayurvedic Wellness Cookbook, which won the Gourmand Food Award 2023, offers in depth know how of Ayurvedic ingredients, recipes and cooking

Paul and Mike’s masala chai-flavoured chocolate bar won the top spot at the International Chocolate Awards—Asia Pacific 2023

The siblings helming the new CakeWalk cafe hope to give us a taste of the memories associated with their legacy bakery, which was once among the city’s favourite date spots in the Nineties

Chennai loves its biryani. We meet three celebrated cooks from the city’s biryani hubs: Triplicane, Royapuram, and Periamet

By monitoring water use, adopting renewable tech, and taking to recyclable packaging, alcohol brands across the country are attempting to move towards a greener future

Amninder Sandhu is using open-fire cooking and indigenous ingredients in her regional Indian restaurant

Nestled within the buffer zone of the Dandeli-Anshi Tiger Reserve and the Karwar Territorial Forest Division, the Kunbi community hopes to find a new market for their climate-resilient tubers as indigenous ingredients in city chefs’ menus