The Tata Aeris was launched recently as a facelifted and reworked version of the Tigor, with a fresh and modern exterior look and a minimalistic interior brimming with features. The powertrain options, however, are the same as those of the Tigor. We recently drove the Aeris iCNG, and here are three reasons why you should consider buying it and two reasons that could deter you.
Reasons to buy the Tata Aeris CNG
Modern exterior design and well-equipped interior
The Tata Aeris is clearly a step up from the Tigor and looks modern. It gets slim LED headlights with integrated LED daytime running lamps (DRLs) joined by a gloss-black trim, all of which give it a clean look. Some contrast is added via the front bumper, which features a black section around the wide air inlets. The new LED fog lamps and the clamshell bonnet also look good.
In profile, the CNG variants’ 14-inch stylised steel wheels look undersized, particularly against the prominent wheel-arch cladding. Chrome elements on the door handles and window line add contrast. The Aeris retains the Tigor’s distinct coupe-like roof that flows into the tail. The tail-lights wrapped within a red trim make the Aeris feel bigger and nicer.
Inside, the Aeris looks minimalistic and modern. It gets two free-standing screens – a 10.25-inch infotainment touchscreen and a semi-digital driver’s display. The infotainment screen particularly has a pleasant UI and crisp graphics. The Aeris also debuts premium-looking part-leatherette seat upholstery and ventilated front seats that add to the comfort. Other features include automatic climate control with rear vents, a 360-degree camera with a blind-spot monitor and a 6-speaker sound system.
Practical dual-cylinder CNG setup
Instead of a single CNG tank that eats up all the boot space in its rivals, the Aeris is offered with dual CNG cylinders, enabling space for a couple of backpacks and a cabin-sized trolley. While Tata has yet to reveal the official figure, with a similar dual-cylinder setup, the Tigor offers a 227-litre boot. Other than this, the Aeris offers bottle holders and cubby space on all doors, a storage space underneath the front centre armrest, cup holders in the centre console and rear centre armrest, and a large glove box, all adding to its practicality.
Excellent ride quality and handling manners
Like other Tata cars, the Aeris has a suspension that is well-tuned for Indian conditions, and it offers a commendable ride quality on both rough roads and highways. Over poor roads, the suspension comfortably absorbs broken surfaces without unsettling the car. The ground clearance figure is yet to be revealed, but in our test, we found it adequate for tackling rough roads and large speed breakers.
Out on the highway, the Aeris is equally composed. It stays planted at triple-digit speeds and does not feel floaty or nervous when driven quickly. The steering also offers decent feedback, weighing up nicely as speeds increase. However, there is some vagueness around the centre that hampers confidence a little.
Reasons not to buy the Tata Aeris CNG
Slow and jerky AMT responses
The CNG-AMT is easy to use in slow-moving traffic thanks to its smooth creep function, which makes crawling through traffic and manoeuvring in tight spaces fairly effortless. However, things get less polished once you press the accelerator. There is a noticeable pause before the powertrain responds, followed by a head-nod as the car picks up, making acceleration feel jerky. The delayed response is particularly noticeable when you need to accelerate quickly, and overtaking on the highway requires some planning as a result.
Poor NVH and cabin insulation
The Aeris is reasonably quiet when driven gently around town, but the engine gets noticeably louder and harsher once the revs climb beyond 2,500rpm. Vibrations also make their way into the cabin, while wind and road noise become increasingly noticeable as speeds rise. This takes away from the otherwise comfortable nature of the car, particularly on longer highway drives where the engine and tyre noise can become tiring.
When we first drove the all-new, all-electric Mercedes-Benz CLA, we came away impressed with its smooth powertrain and its promise of a substantial real-world range. We’ve now subjected it to our real-world performance and efficiency tests to see if it delivers on that promise.
Mercedes CLA 250+ exterior design and engineering – 8/10
Polarising, aero-efficient design; based on new MMA platform.
The new CLA has been designed with efficiency very much in mind, but Mercedes hasn’t completely abandoned the visual character that made the original car appealing. Its smooth, rounded silhouette is familiar from other Mercedes EVs, yet the low-slung, coupé-like roofline and frameless doors give it a distinct identity. Flush-fitting door handles, a sealed-off grille, aero-optimised 18-inch AMG alloys and a fully sealed underbody all contribute to an exceptionally slippery shape, with a drag coefficient of just 0.21Cd.
Mercedes’ three-pointed star features prominently across the CLA, appearing on the bonnet, grille, headlamps and tail-lamps. The grille itself gets 142 illuminated stars, which might sound excessive on paper, but they do give the CLA a distinctive look and, in person, seem to work rather well.
More significant, however, is what lies underneath. The CLA EV is the first Mercedes to use the new Modular Architecture (MMA) skateboard platform, which will also underpin future models. At over 4.7m long, more than 1.8m wide and over 1.4m tall, with a wheelbase approaching 2.8m, it is roughly the same size as a BYD Seal.
Mercedes CLA 250+ interior space and comfort – 7/10
Impresses with tech and quality; cramped rear with high floor.
The CLA makes a good first impression inside. Its doors open wide for easy access, while the cabin combines smart design with good materials and build quality. The CLA 250+ is offered in AMG Line trim, so you get a flat-bottomed AMG steering wheel, sporty metal pedals and AMG-spec upholstery.
Doors open wide to aid access to the cabin; retains the stylish frameless doors.
The dashboard is dominated by a large gloss-black panel housing the digital displays. The graphics are sharp, the interface is clean, and the system is easy to navigate. What isn’t quite as convincing is the near-total absence of physical controls. Apart from a few capacitive shortcuts for functions such as volume and drive modes, most functions are accessed through the touchscreen, which isn’t ideal while on the move.
Centre console has two levels, with the top featuring cupholders and a wireless charger, and a large cubby space below.
The third passenger display offered in the 250+ Launch Edition has been omitted here, with its place taken by a gloss-black panel featuring illuminated Mercedes stars. The turbine-style air vents at either end of the dashboard are a nice touch, though, and are particularly satisfying to operate.
There is decent storage, too. You get a large glovebox, storage beneath the centre armrest, bottle holders in the doors and a floating centre console with cupholders and a wireless charger on top, along with a large storage area underneath.
AMG Line brings Alcantara and leather trim for the snug and supportive seats; relatively knees-up seating here too.
The front seats are supportive and well padded, although larger occupants might find them a little snug. More importantly, the relatively high floor means you sit with your knees raised even in the front. At the rear, this issue is more pronounced.
High floor results in knees-up seating, upright backrest and sloping roof further compromise rear seat’s comfort.
Although the CLA has a longer wheelbase than its predecessor, which improves knee room, the battery beneath the floor eats into under-thigh support and results in a knees-up seating position. The upright backrest and sloping roofline further compromise comfort, particularly for taller passengers. There is a centre armrest with cupholders and dedicated rear AC vents, but this still isn’t a car we’d recommend for regular chauffeur-driven use.
There is a large fixed panoramic glass roof that does make the cabin feel more spacious. Mercedes says the glass is heat-insulated, but a sunshade would have been welcome, particularly in our climate. It also misses sunblinds for the rear windows, meaning the rear AC has to work particularly hard to keep the back of the cabin cool.
Cargo space is a useful 405 litres; boot opening isn’t large, though.
Boot space stands at a useful 405 litres. More interestingly, the CLA gets a 101-litre front trunk – the first time Mercedes has offered a frunk on one of its EVs.
In a first for Mercedes-Benz EVs, there’s a convenient 101-litre front trunk.
Mercedes CLA 250+ features and safety – 9/10
Packed with cutting-edge tech and features; no seat ventilation.
The CLA is a showcase for Mercedes’ latest technology. Four supercomputers provide the computing power, which Mercedes says is more than 200 times that of the previous CLA. It is also the first Mercedes to use the company’s new MB.OS infotainment operating system.
With the AMG Line styling package, the 250+ gets a flat-bottomed AMG steering, metal pedals and AMG seat upholstery; third passenger screen is reserved for the Launch Edition; cabin is practical with loads of storage, and overall fit/finish is good.
An Nvidia processor allows for quick responses, while over-the-air updates mean the system can be updated without a visit to the workshop. There’s also a new MBUX Virtual Assistant, which learns about the driver, including their language, accent and mood. It uses AI tools, including ChatGPT, Gemini and Bing, to further make your life easier, and you can ask them to do just about anything from setting navigation to changing the AC and so much more.
Screen is slick, has sharp graphics and native maps, which show directions in real-time using the camera feed.
The CLA also gets the new MB.Charge app, which brings charging providers together in one place. It can locate chargers, show their real-time availability, help plan a journey and even handle payment for a charging session.
The feature list is extensive. Highlights include a 14-inch central touchscreen, 10.25-inch digital driver’s display, powered, heated and massaging front seats, dual-zone climate control, configurable ambient lighting, a panoramic glass roof, Burmester 3D audio, wireless phone charging and auto parking. Ventilated front seats, however, aren’t offered.
CLA 250+ packs in an auto park feature, which works very well in unmarked spaces too.
Safety equipment is comprehensive, with six airbags, a 360-degree camera and Level 2+ ADAS, which Mercedes calls MB.Drive. It includes adaptive cruise control, lane-keep assist, blind-spot monitoring, autonomous emergency braking and semi-autonomous driving functions. The system uses a combination of radar sensors and cameras and didn’t feel overly intrusive; better than previous Mercs, which feel trigger-happy with emergency braking. The CLA was also the safest car tested by Euro NCAP in 2025.
Mercedes CLA 250+ performance and refinement – 9/10
Smooth, progressive powertrain; refinement is impressive.
The CLA 250+ uses a rear-mounted electric motor producing 272hp and 335Nm. Performance is brisk, but what stands out more than outright acceleration is the way it delivers its performance.
Unlike some performance EVs that deliver power aggressively from the moment you bury the accelerator, the CLA builds speed in a smooth, progressive manner. The power delivery is linear, and there’s always enough performance on tap. Sport mode sharpens the response, while synthesised sounds played through the speakers add a little more theatre.
In our performance tests, it managed a 0-100kph time of 6.6sec in Sport mode, narrowly beating the claimed time of 6.7sec. Rolling acceleration is impressive too, with 20-80kph in Sport taking 3.68sec, and 40-100kph being dealt with in 4.26sec. Naturally, performance in the Comfort and Eco drive modes is more sedate than Sport, with the difference between the former two being almost negligible.
Mercedes has also opted for a two-speed gearbox, which is unusual for an EV, but makes sense here. The short 11:1 first gear helps with initial acceleration, while the taller 5:1 second gear is intended to improve efficiency at higher speeds. And from behind the wheel, you can feel when it shifts gears. Mercedes claims a drivetrain efficiency of 93 percent, and that plays an important role in the CLA’s impressive range.
The new brake-by-wire system is another area where the CLA makes a big improvement over older Mercedes EVs. Brake response is reassuring, with a good bite and a natural, consistent feel. In our braking test, the CLA came to a halt from 80kph in 26.49m despite it being on a damp surface.
Control stalk now houses the start/stop button, the drive selector, and is also used to toggle between regen braking modes.
There are four levels of regenerative braking, including a one-pedal mode and an adaptive setting. They work well, with the Normal setting bringing it from 80-20kph in 311.56m, while the Strong setting takes 96.36m for the same. It’s worth noting, however, that Mercedes has moved the controls for the regen from the steering-mounted paddles used on some EVs to the gear selector stalk. You push or pull the stalk to change the regen level, and this isn’t quite as intuitive. The same stalk also incorporates the start/stop button.
Where the CLA really impresses is refinement. The absence of an engine obviously helps, but Mercedes has also done an excellent job of keeping wind and road noise out. At speed, the cabin remains remarkably quiet. A CLA 200 variant is also available in India, using the same rear-mounted motor layout but producing a lower 224hp and 335Nm. However, we’re yet to test this version.
Mercedes CLA 250+ tested acceleration times (sec)
Sport
Comfort
Eco
0-10kph
0.57
0.64
0.61
0-20kph
1.18
1.18
1.22
0-30kph
1.74
1.76
1.80
0-40kph
2.32
2.35
2.39
0-50kph
2.90
2.96
2.99
0-60kph
3.48
3.56
3.59
0-70kph
4.10
4.26
4.32
0-80kph
4.83
5.09
5.12
0-90kph
5.67
6.04
6.09
0-100kph
6.60
7.10
7.12
0-110kph
7.93
8.61
8.58
0-120kph
9.35
10
10
0-130kph
10.79
11.39
11.41
1/4 mile
14.98
15.33
15.33
20-80kph (rolling)
3.68
3.88
3.87
40-100kph (rolling)
4.26
4.72
4.73
Mercedes CLA 250+ range and efficiency – 9/10
Low drag, efficient powertrain mean superb real-world range.
Mercedes claims a WLTP range of 792km from the 85kWh (net) NMC battery, although, predictably, the real-world range is lower. In the city, with the regen set to the strongest mode, it delivered an efficiency of 6.87km/kWh that translates to a range of 584km. On the highway, with the regen set to ‘Normal’, it delivered an efficiency of 7.52km/kWh for a 640km range. With an average efficiency of 7.2km/kWh, you can expect a real-world range of 612km on a single charge, which is very impressive.
In the city, the strongest regen setting enabled it to recoup energy effectively, which helped boost efficiency, while the two-speed gearbox, with its taller 5:1 second gear, enabled greater efficiency at higher speeds and thus contributed to the EV’s highway efficiency. Combined with the low 0.21Cd drag coefficient and the normal regen mode that allows for more coasting, it proved even more efficient on the highway, which isn’t usually the case with EVs.
The CLA 250+ uses an 800V electrical architecture and supports charging at up to 320kW, but chargers capable of delivering that output remain few and far between in India. In our charging test using a 150kW DC fast charger, we saw an average charging speed of around 92kW with a peak charging speed of 125kW. To charge from 20-80 percent, it took 35 minutes and consumed 53.89kWh in total. This, combined with the efficiency and large real-world range, should make long-distance driving relatively stress-free.
Mercedes CLA 250+ tested range
City (km/kWh)
6.87
Highway (km/kWh)
7.52
Average (km/kWh)
7.19
Range (km)
611.5
Mercedes CLA 250+ ride comfort and handling – 8/10
Strikes a mature balance between ride and handling.
The CLA’s rear-wheel-drive layout gives it an enjoyable character on a winding road, and the steering is one of its stronger points. With no drive being sent through the front wheels, it feels precise, building up weight progressively with speed. It’s light enough at low speeds to make manoeuvring easy, yet gains enough weight as you go faster.
Thanks to the CLA’s rear-wheel-drive setup and precise steering, it feels agile and good fun around corners.
Mercedes has increased the Euro-spec CLA’s 107mm ground clearance for India and made suspension changes to better suit our roads, and both have worked. There’s enough clearance to deal with regular-sized speed breakers, while the additional height hasn’t really compromised the car’s handling or comfort. Around corners, the CLA remains agile, and body roll is well controlled. The ride does have a hint of firmness to it, but it deals with road imperfections without fuss and feels composed at both low and high speeds. Overall, it’s a mature combination of ride comfort, stability and handling.
Mercedes CLA 250+ value for money – 8/10
Refined and efficient powertrain, long range and sorted ride and handling make it Merc’s best EV yet.
Priced at Rs 60.50 lakh (ex-showroom), the CLA 250+ is a fairly compelling proposition, considering what it brings to the table. There are shortcomings, most notably the cramped rear seat, knees-up seating even at the front, and the absence of sunshades for the panoramic roof and rear windows. But if you’re going to drive yourself and want a luxury EV that’s distinctive, the CLA makes a strong case for itself.
Its powertrain is smooth and refined, its efficiency is excellent, it has an impressive real-world range of over 600km, and it strikes a very good balance between ride comfort and handling. Add to that a cabin packed with cutting-edge tech, and the new CLA emerges as one of the company’s most accomplished EVs yet.
JSW Group, one of India’s largest conglomerates, is preparing to significantly expand its automotive ambitions. Having already established a presence through JSW-MG Motor India, its joint venture with China’s SAIC, the company is now gearing up to enter the market with an all-new brand of its own, JSW Motor.
Rather than taking the conventional route of developing products from the ground up, JSW is leveraging global partnerships to fast-track its entry into the industry. Its first product for India will be a large plug-in hybrid SUV based on the Chery Jetour T2, which is expected to be assembled at JSW’s upcoming facility in Chhatrapati Sambhajinagar, and we hear it will be called the Combat.
With its rugged styling, imposing road presence and the promise of combining EV-like efficiency and long-distance touring ability, the SUV is expected to be positioned in the Rs 30-50 lakh segment and take on established players head-on.
Ahead of its India launch later this year, we got an early drive of the SUV to find out whether JSW Motor’s debut offering is ready for combat.
Jetour T2 Exterior Design and Engineering – 8/10
A handsome SUV that oozes character and rugged appeal.
The Jetour T2 delivers on the SUV template to the T – flat bonnet, upright stance, raised ride height, chunky tyres, rugged body cladding, and, as the icing on the cake, a spare wheel mounted on the tailgate. It looks imposing and highly desirable, and while its silhouette bears a resemblance to the Defender, the T2 still manages to carve out a distinctive identity. JSW is likely to make a few changes to the headlamps, grille and bumpers to further differentiate the Combat, but the overall shape, clean surfacing and most of its defining design elements are expected to remain unchanged.
Attractive 20-inch wheels; 201mm of laden clearance.
The massive 20-inch wheels suit the T2’s stance perfectly, and the clean bodywork, free of unnecessary cuts and creases, is particularly appealing. It also gets functional roof rails capable of carrying up to 100kg of luggage, while the side steps feel reassuringly sturdy and genuinely useful.
The T2’s space-saver spare wheel sits within a squircle-shaped cover, although accessing it involves a multi-step process that could prove frustrating if you ever need to change a tyre on a deserted road late at night.
Functional roof rails can take up to 100kg of load.
In terms of dimensions, it is longer (including the spare wheel), wider and taller than the Toyota Fortuner. Ground clearance, too, is an impressive 190mm in laden condition. However, don’t let its rugged appearance fool you – the version destined for India will remain front-wheel drive.
Jetour T2 Interior Space, Comfort, and Features – 8/10
Solidly built, well-designed cabin with some clever detailing and plenty of storage areas.
Climb aboard using the sturdy side step and handy grab handles, and the T2 immediately impresses with its sense of solidity. The cabin feels built to last, with numerous thoughtful design details lending it plenty of character. Nearly upright windows, a steeply raked windscreen and a dashboard pushed far forward create a tremendous sense of space, further amplified by the panoramic sunroof.
The dashboard itself has a distinctive design, with an illuminated pattern across the fascia adding a unique touch. Several layers are wrapped in dimpled leatherette padding, a theme that extends to the steering wheel and centre console.
Dominating the cabin is a massive 15.6-inch touchscreen that houses numerous vehicle functions, including mirror adjustment, climate control and seat ventilation/heating settings. Wireless Android Auto and Apple CarPlay are included, while the 12-speaker Sony audio system delivers impressive sound quality. Even the 540-degree camera system offers excellent image clarity. The downside is that the interface isn’t slick or responsive.
Chunky, door-mounted mirrors. Sadly, controls via touchscreen.
Ahead of the driver sits a 10.6-inch digital instrument cluster, a unit we’ve previously seen in some MG and BYD models. While it displays a wealth of information, the fonts and icons are rather small, making them difficult to read at a glance.
Material quality is generally impressive. The stalks and window switches feel robust and premium, while the jewel-like gear selector features an attractive diamond-cut effect. However, under harsh sunlight, it becomes highly reflective and can prove distracting. Reflections from the dashboard on the front windows are also noticeable.
Rugged-looking door pads with nice detailing.
Notably, its dual-zone climate control struggled to cool its large cabin quickly despite the heavily tinted windows. While our test vehicle was a China-specific version, we hope the version we’re going to get in India has an upgraded air-con compressor. Its seat ventilation didn’t seem very effective either, even at its maximum setting.
Diamond-like chunky gear selector is illuminated.
The sculpted front seats, finished in black leatherette with contrasting red stitching, look suitably sporty. They provide excellent support, though the cushioning feels slightly overstuffed, and the absence of lumbar adjustment is disappointing.
Practicality is a strong point. There are large door bins, two phone storage areas (one incorporating a wireless charger), cupholders, a deep-cooled centre console, a large glovebox and even a hidden storage tray beneath the front seat.
Albeit a bit low-set, rear seat is spacious. Flat floor, wide bench make it comfy for three adults.
The rear seat is equally spacious. A wide bench and completely flat floor make it comfortable for three adults, while the boxy cabin ensures generous headroom and overall space. The seat base is positioned slightly low, but comfort levels remain good.
Cupholders, luggage hooks, bottle opener on its tailgate.
The side-hinged tailgate opens to reveal a cavernous 580-litre boot. Despite carrying the spare wheel, the tailgate itself requires surprisingly little effort to open. Thoughtful touches include a locking mechanism that prevents it from swinging shut unexpectedly, and there are cupholders, luggage hooks and even a bottle opener integrated into the inner panel. The boot area also features clever luggage nets and charging provisions, while a soft-close function further enhances convenience.
Humongous 580L boot. 60:40 rear seat split for added flexibility.
Besides the features already mentioned, it gets one-touch-down power windows, powered front seats with memory, LED lights all around, ambient lighting, a frameless inside mirror, autonomous emergency braking, lane-assist, adaptive cruise control, blind-spot monitoring, front and rear cross-traffic alert, six airbags, hill-start assist, hill descent control and ESP, to name a few more.
Jetour T2 Performance, Refinement and Efficiency- 8/10
The T2 version we’re driving today is a plug-in hybrid, which combines a 156hp/220Nm 1.5-litre direct-injection turbo-petrol engine, a 43.24kWh LFP battery pack, and three electric motors. Together, the three motors produce 462hp and 700Nm of torque, with power sent to all four wheels. India will also see the plug-in tech, but in front-wheel-drive guise only, with two electric motors instead of three and a smaller 18.4kWh battery.
Powered by a 1.5 turbo along with 3 electric motors.
While the engineering sounds complex, the driving experience is refreshingly straightforward. The four-cylinder engine is refined, although when it operates primarily as a generator to charge the battery, a faint and distant hum does filter into the cabin.
The SUV can be driven either in pure EV mode or in hybrid mode. In EV mode, Jetour claims a range of up to 211km, and performance feels smooth and relaxed rather than outright brisk. Switch to hybrid mode, and the system automatically alternates between EV operation and combined petrol-electric drive, depending on throttle inputs, road conditions and battery charge levels, among other factors.
In this mode, performance feels remarkably effortless, with the T2 gathering speed with surprising urgency as speeds rise. Under full throttle, acceleration is initially measured up to around 40kph, after which there is a noticeable surge in performance as the powertrain delivers a much stronger pull.
Multiple drive modes are available, including Eco, Normal and Sport. In both Normal and Sport, we noticed the vehicle continuing to accelerate momentarily even after lifting off the throttle, which can feel unnerving. Throttle response in these modes is also a touch too aggressive. Eco mode offers a more natural and polished throttle calibration.
In our testing conducted in 40-degree heat, the T2 accelerated from 0-100kph in just 6.35 seconds in its sportiest setting – quick for its size. Flat out, it will reach a claimed top speed of 200kph.
The T2 also offers three levels of regenerative braking. Impressively, all three feel natural in operation, bringing the SUV down to a crawl smoothly and predictably. The brake pedal itself inspires confidence, with the transition between regenerative and friction braking being almost imperceptible.
Jetour T2 Ride Comfort and Handling – 6/10
Soft suspension and tall ride height mean driving dynamics aren’t anything to write home about.
The T2 rides on MacPherson struts at the front and a multi-link independent rear suspension setup. Its suspension tuning leans towards comfort, but this results in a degree of bounce over speed breakers and undulating surfaces.
The chunky, high-profile tyres do an excellent job of smothering smaller imperfections, while the 201mm laden ground clearance provides ample confidence over rough roads. At higher speeds, however, the ride never feels quite as settled or composed. One positive is that it remains well controlled under heavy braking, resisting excessive pitch.
Dynamic prowess is clearly not the priority here. The tall body exhibits a fair amount of roll, noticeable during quick lane changes. Push harder through a series of bends, and this two-tonner T2 understeers quite readily. Combined with its light and somewhat disconnected steering, it is clear that this SUV prefers a more relaxed driving style.
A light steering, smooth hybrid and excellent visibility make it surprisingly easy to drive.
Driven at a gentler pace, the T2 proves extremely easy to live with. The steering offers three weight settings, though it feels best in its lightest mode. Combined with excellent visibility and a smooth, responsive hybrid powertrain, it makes piloting this large SUV remarkably effortless.
Jetour T2 Should You Buy Now or Wait – 8/10
The Jetour T2 plug-in hybrid appears to have all the ingredients needed to establish the JSW brand in India and perhaps even challenge the Toyota Fortuner, despite offering only five seats. It is spacious and practical, it is expected to come loaded with technology and features, and its rugged styling gives it immense road presence and desirability.
The plug-in hybrid powertrain adds further unique appeal, offering the flexibility of pure EV driving and an impressive mileage figure with the hybrid tech. Better still, the system is smooth, refined and delivers strong performance.
It’s larger than a Fortuner, looks imposing, and stays true to the SUV formula.
Yes, it is not without flaws. The touchscreen experience and throttle calibration need refinement, the air-conditioning needs to be more effective, and the ride and handling would benefit from further fine-tuning for Indian conditions. These are areas we hope JSW addresses before launch.
On the whole then, the T2 is certainly ready for combat. Will it win, though, will also depend on JSW pulling off an aggressive pricing strategy and, importantly, backing it up with a reliable ownership and service experience too. That latter is why Toyota rules the roost. The battle lines, then, are drawn.
A lot of us on the Autocar India review team have been eagerly awaiting the arrival of the Clavis EV. Who knew a bunch of auto enthusiasts would be looking forward to an electric 7-seat MPV. The thing is, though, electric and MPV are two very congruous elements.
If you’re going to have a large people mover, an electric drivetrain does well by not penalising you on efficiency – like an internal-combustion engine does – and its smooth and silent running keeps everyone happy. And in an MPV, where it’s a relaxed frame of mind you’re often driving in, electric power again suits this character to a T.
So yes, this combination really does make sense, and the electric Clavis really brings out this harmonious pairing superbly.
The Clavis shares its powertrain with the Hyundai Creta Electric, and we have the larger 51.4kWh battery model, which drives a 171hp motor. Efficiency, while not bad, is lower than the Hyundai’s. So far, in the city, on my home-to-office run, the Clavis manages about 6.8km/kWh, which would equate to a range of 350km, while the Creta averaged 8.1km/kWh.
Wireless charger, 12V, Type-A and Type-C at the front and USB sockets in all three rows.
However, the power calibration is spot on for its intended purpose. There’s none of that instant power dump and a hair-trigger torque delivery, making it very easy to modulate if you’re simply out on a relaxed and laid-back drive – a.k.a. MPV mode. But don’t mistake that for a lack of performance. Press down a bit further on the accelerator, and there’s plenty of power for overtaking, even with a full load or on steep inclines. I’ve run it with six onboard, and it really made no difference. This is exactly how you’d want an MPV powertrain to be set up.
The ride is another bit that’s nice. To tackle the extra weight of the battery, Kia has retuned the suspension and, like in the case of the electric Creta, it does have a firm side. But this has also helped with removing some of that secondary motion after you come off a speed breaker or bump. So, the ride feels settled, and at highway speeds, it is stable and composed.
Quirky two-spoke, flat top and bottom steering wheel always looks upside down.
My wife drives it too, and she loves this easy-going nature, as well as the seating position. That is something I don’t really like, though. It feels like sitting at a dinner table, with your knees closer to a 90-degree angle. The seat base is also quite short, adding to that dinner-chair-like posture. It isn’t uncomfortable, though. The seat cushioning is fine, but it’s just the position that’s far from car- or SUV-like.
Besides that, there are only small bits I dislike, like the starter button, which is located on the drive selector stalk and hence hidden behind the steering wheel, only visible if the wheel is in the absolute straight-ahead position. The air purifier is also noisy, but that’s more due to its positioning behind the driver’s seat and thus close to your ear.
Air purifier located right behind the driver makes the air draft easily audible.
Beyond that, the Clavis EV has been remarkable. The kids love the electric seat fold that allows you to tumble the second-row seat at the push of a button, granting easy access to the third row. The space there drew no complaints either. It’s even good enough for average-sized adults and gets dedicated AC vents too. The window size, though, is a bit small, and while my daughter, who is prone to motion sickness, has so far not complained about it, I’m sure on a longer drive she will find this annoying. My son, who is taller than me, complained about this, saying he needs to look down through the glass. Headroom and overall space, though, were just about fine for him.
Speaking about space, the centre console drew a lot of praise from everyone who sat at the front. There’s plenty of storage, so no fighting to keep odds and ends. There are places for your phones, wallets, cups and bottles thanks to a cool resizeable tray, and the lower portion of the console can easily contain a medium-sized handbag. I’ve even managed fitting a tablet with its case in there. The premium-looking interior has also impressed everyone, the ambient lighting taking many by surprise. I guess not many expect this level of finish when they see an MPV.
Resizeable cup/bottle sleeves are handy and pop out at the touch of a button.
So, all in, like I said at the start, the electric Clavis is really a fine example of why electric power and MPVs are such a great mix. I’m sure our resident van man, Nikhil Bhatia, will be relieving me of the keys very soon. He’s already speaking of how his daughter loves to look up through sunroofs from her child seat. Rahul, too, will soon want it for its flexibility in some or the other tracking car duty.
When the Scorpio N went on sale in 2022 as the second generation of the Scorpio nameplate, Mahindra did not retire its predecessor. Instead, Mahindra updated the prior-gen model on many fronts and rebranded it the Scorpio Classic, which serves as a tougher, no-frills alternative to the Scorpio N. If you’re confused about which Scorpio to go for, we’ve assembled a list of the Classic’s notable strengths and weaknesses to help you decide.
Pros
Refined engine
Throttle responses are also sharp
Among the key changes to the Scorpio Classic is the usage of a newer 2.2-litre diesel engine that churns out 130hp and 300Nm, and is mated solely to a 6-speed manual gearbox. As noted in our Scorpio Classic review, this engine is quite silent and transmits barely any vibrations to the cabin. The gearbox is also cable-operated for better sound insulation.
It also goes without saying that the Scorpio Classic feels punchy to drive, with most of the diesel engine’s torque flowing in from as low as 1,000rpm. In fact, the SUV can feel a bit too eager to cover ground, even in third gear. All told, you’re unlikely to find complaints with the Scorpio N’s ability to perform quick overtakes.
Amazing sense of space
Light colour scheme and big windows majorly contribute
Haul yourself up into the Scorpio Classic’s cabin and you’ll be pleased with the simplicity on offer. The old-school dashboard design, with its mostly flat top and limited distractions, along with the beige colour scheme and large glass area, makes for a great all-around view to the outside and a generous sense of space.
This is further enhanced by the high-set driver’s seat, which allows you to surveil the road ahead with ease. The throne-like front seats are immensely comfortable for long-distance cruising too, and get individual armrests.
Sails over rough roads
Great for rural areas
In line with its reputation, the Scorpio Classic is a champ over bad roads. Thanks to its chunky tyres and body-on-frame chassis, the Scorpio Classic simply glides across rough patches, making the Scorpio Classic a suitable choice for buyers in rural areas.
Cons
Bouncy ride quality
Leans a lot during high-speed cornering too
While the Scorpio Classic excels over the rough stuff, it isn’t all that comfortable over flat roads with cracks and potholes. Occupants are tossed around both vertically and horizontally, and while cornering, the Scorpio Classic exhibits quite a lot of body roll on account of its tall height and narrow wheel tracks.
Ergonomic flaws
Lacks some convenience-enhancing features too
For all the sense of space it offers, the Scorpio Classic’s cabin has its ergonomic foibles. There are no bottle holders in the front door pockets, the cavity to access the seat height adjustment is extremely narrow, and the rear seat squab is too long for short passengers. The Scorpio Classic also misses out on useful features like Apple CarPlay and Android Auto connectivity, and rear USB ports.
जब भी आप हवाई सफर करते हैं, तो आपने कभी न कभी एक छोटी-सी लेकिन दिलचस्प बात जरूर देखी होगी। फ्लाइट अटेंडेंट पानी या जूस की बोतल देने से पहले उसका प्लास्टिक रैपर हटा देते हैं, ढक्कन थोड़ा खोलते हैं और फिर उसी रैपर को बोतल के गले में गांठ लगाकर बांध देते हैं।
कई यात्रियों को लगता है कि यह कोई सुरक्षा नियम या एयरलाइन की अनिवार्य प्रक्रिया होगी, लेकिन असल वजह कुछ और ही है। यह दरअसल केबिन क्रू का एक आसान और काम को तेज बनाने वाला तरीका है।
बोतल तैयार है या नहीं, तुरंत हो जाता है पता
फ्लाइट में कम समय के अंदर बड़ी संख्या में यात्रियों को सर्विस देनी होती है। ऐसे में हर बोतल को बार-बार जांचना मुश्किल हो सकता है। रैपर में लगी छोटी-सी गांठ क्रू के लिए एक संकेत की तरह काम करती है। इससे उन्हें तुरंत पता चल जाता है कि कौन-सी बोतल पहले से तैयार है और कौन-सी नहीं। इससे सर्विस के दौरान गलती की संभावना कम हो जाती है और काम तेजी से पूरा होता है।
बोतल पकड़ना हो जाता है आसान
हवाई जहाज की संकरी गलियों में चलते हुए यात्रियों को सामान और ड्रिंक्स सर्व करना आसान काम नहीं होता। रैपर को गांठ लगाकर बांधने से बोतल पकड़ने के लिए एक अतिरिक्त ग्रिप मिल जाती है। इससे बोतल हाथ से फिसलने का खतरा कम होता है और व्यस्त समय में फ्लाइट अटेंडेंट्स को काम करने में सुविधा मिलती है।
प्लास्टिक फैलने से रोकने का आसान तरीका
विमान के अंदर एयर कंडीशनिंग सिस्टम लगातार चलता रहता है, जिससे हल्के प्लास्टिक रैपर हवा में उड़ सकते हैं। इससे केबिन में गंदगी फैल सकती है। रैपर को बोतल से बांध देने पर वह इधर-उधर नहीं उड़ता और बाद में उसे आसानी से कचरे के रूप में इकट्ठा किया जा सकता है।
खासकर छोटी दूरी की उड़ानों में क्रू के पास यात्रियों की सेवा पूरी करने के लिए सीमित समय होता है। ऐसे में छोटी-छोटी तकनीकें काम को काफी आसान बना देती हैं।
बोतल पर लगी गांठ एक तरह के “रेडी टू सर्व” संकेत की तरह काम करती है, जिससे क्रू बिना समय गंवाए तेजी से सर्विस पूरी कर पाता है।
क्या यह कोई एयरलाइन नियम है?
कई लोगों को लगता है कि बोतल के रैपर में गांठ लगाना विमानन नियम का हिस्सा है, लेकिन ऐसा नहीं है। दुनिया भर में ऐसा कोई आधिकारिक नियम नहीं है जो फ्लाइट अटेंडेंट्स को ऐसा करने के लिए मजबूर करता हो।
