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2026 BMW X1 LWB review: BMW’s big small SUV

Posted on August 19, 2026August 19, 2026 by admin

A long-wheelbase BMW X1 isn’t a new idea. China has had an extended-length X1 for years, and we got it in India last year in the form of the all-electric iX1 LWB. The X1 LWB brings the formula to the ICE X1 range. BMW says the standard-wheelbase X1 will continue to sell, though we assume the LWB will be the only X1 down the road.

BMW X1 LWB Exterior Design and Engineering – 7/10

The X1 might be BMW’s smallest SUV, but it’s not particularly small anymore. It’s 116mm longer overall with 108mm of that added length at the wheelbase alone. Importantly, the longer wheelbase doesn’t look unusually long, and so the proportions work.

Lengthened body but well-proportioned design

In person, the X1 LWB doesn’t look vastly different to the standard wheelbase model. It’s got the same peeled back headlamps, same M Sport styling pack and same edgy tail lights. The 18-inch rims are shared with the other X1s, but a more exciting design and or a larger size would have done much for the look. A chrome surround for the large windows is a small detail distinction to the standard X1 that uses a black effect, while the conventional grille here serves as a distinguishing element to the iX1 that sports a closed-off grille.

18-inch wheels shared with regular X1; larger wheels would have done much for the look.

BMW X1 LWB Interior Space and Comfort – 8/10

Long wheelbase opens up huge space at the back

Thanks to wide opening rear doors and a large door aperture, getting into the back of the X1 LWB is very convenient. And once you’re inside, you’ll be amazed by the sense of space that you get there.

Even six footers will find legroom generous and helping the feeling of space is the large glasshouse. The panoramic glass roof (it doesn’t open) lets in lots of light and the rear windows are also large. Pity, they don’t get adjustable sunshades.

Rear seat gets a longer base and enhanced cushioning for better comfort.

Like the iX1 LWB, the X1 LWB also benefits from a redone rear seat. There’s enhanced cushioning while a 15mm longer seat base adds a bit more by way of thigh support. The seating position itself is very good, and if you want a more relaxed setting, you also have the option to recline the backrest by a couple of degrees. The extra leg room also makes the X1 LWB that little bit comfier for a middle passenger who will have more space to keep his or her feet on either side of the high centre tunnel. Still, the rear seat is best for two.

Dashboard is identical to the standard wheelbase X1.

Up front, the X1 LWB is no different to the standard wheelbase X1. The dash with its asymmetric AC vents looks youthful and what also adds some flavour to the X1’s cabin is the upright wireless phone charging pad at the base of the dash. There’s also a floating centre console, which houses a few key buttons, such as for the gear selector, volume control and driving modes. There’s some storage under the front centre armrest but oddly, the lid opens towards the passenger side.

Floating centre console gets a few physical controls and some storage underneath.

Upholstery choices include the brown you see here as well as a white on black theme which we suspect would be a pain to keep clean. The front seats themselves look sporty and also hold you really well, but unfortunately, the X1’s seat massage function has been dropped on the long wheelbase model. There’s also no seat ventilation function. An M Sport steering is standard but feels a bit too chunky in most hands, and also misses on paddleshifters.

Front seats are sporty, but they miss out on ventilation and massage functions.

In terms of quality, key touch points look and feel good. There are padded materials on the dash and the textured metal-like effect is nicely done. However, it’s not quite got the same attention to detail as pricier BMWs. The USB slots on the dash, for one, aren’t backlit, so you’ll fumble with wires in the dark. The ambient lighting, too, isn’t as vibrant as, say, in a Mercedes GLA. BMW says boot capacity stands at 540 litres and there is plenty of space for large bags. Packaged under the boot floor is a space-saver spare tyre.

BMW X1 LWB Features and Safety – 7/10

X1 LWB is available in a single M Sport trim

The X1 LWB sports BMW’s twin screen Curved Display. The 10.25-inch digital instrument cluster does give all the info you need, but the presentation with hexagonal themes isn’t appealing even after all these years. The 10.7-inch touchscreen has its highs and lows, too. It’s crisp and responsive, but packs in way too much, including the climate control settings. The menus, frankly, can feel overwhelming on the go. The crisp 360-degree camera does get our vote. A Reversing Assistant that retraces the path in and automatically backs out (up to 50m) is a handy function to get you out of tricky situations.

Instrument cluster offers lots of information, but the presentation with hexagonal themes isn’t appealing.

Interestingly, BMW offers a subscription service to unlock more advanced maps, customizable icons, and more screen themes and modes. Other features include a digital key, allowing you to share access with up to 18 friends and family members, while the 12-speaker Harman Kardon sound system is rather nice, too.

Headlining the list of comfort features is the panoramic glass roof, and there’s power adjust for both front seats. Rear seat passengers get dedicated rear AC vents but there’s no dedicated zone for the rear section of the cabin. A fold-down armrest and USB type C charging port are other functions at the back.

Panoramic glass roof lets in lots of light, but isn’t openable.

Safety kit includes 8 airbags, ABS, ESC and Isofix child seat mounts among other features. The X1 LWB also packs in a few ADAS functions such as auto emergency braking and lane departure warning and assist. Adaptive cruise control, however, is missed.

BMW X1 LWB Performance and Refinement – 7/10

1.5-litre, three-cylinder turbo-petrol is only engine on X1 LWB

BMW is launching the X1 LWB in S-Drive 18 Li form, which is a complicated way of saying that it’s powered by a 1.5-litre three-cylinder turbo petrol engine. Yes, you read that right. The engine is E25 compliant, but there’s no diesel option for the moment, and buzz is there won’t be one in the future either.

The X1 LWB’s petrol engine makes 156hp and 230Nm and all the power goes to the front wheels only, via a seven-speed dual-clutch transmission. A fact to note, 156hp is the upgraded power figure. On the standard wheelbase X1, the engine makes 136 horsepower.

Unfortunately, the power bump doesn’t magically transform the X1 LWB into something sporty. In ordinary city driving, you really won’t have a problem with the performance on hand. There’s enough power for the urban grind. It’s just that when you pick up the pace, you’ll miss that reserve of power that you just expect in a luxury car.

Refinement is good but the engine thrums when extended

Sport mode does make the engine feel a bit more urgent, but it’s also in Sport mode that the engine can’t hide its three-cylinder-ness. When it’s time to overtake, for instance, and you press down on the accelerator pedal, there is a bit of a delay, then you hear the engine thrum, and that’s not a very BMW sound. Performance is also not very BMW. We managed a 0-100 kph time of 9.58 seconds.

Then again, the X1 LWB’s USP is the rear seat, and there will be buyers who rarely, if ever, take the wheel. If you’ve instructed your chauffeur to drive in an easygoing manner, you will note that engine noise is actually pretty well-contained.

BMW X1 LWB Mileage and Efficiency – 8/10

While we haven’t put the X1 LWB to the full test it should prove to be more efficient than rivals’ four-cylinder turbo-petrol units. Of course, it won’t be outright frugal because the X1 LWB is a substantial vehicle. We expect real-world fuel economy in the 7-10kpl band with the figure rising to 9-12kpl over highway drives.

BMW X1 LWB Ride Comfort and Handling – 8/10

Suspension has been tweaked for better comfort on the X1 LWB

The X1 LWB might be front-wheel drive only but there is a crispness to the way it changes direction. You will like the feel at the steering wheel and you get a good sense of connect too. Unfortunately, the handling isn’t supported by the engine. Long story short, this is not the BMW for keen drivers.

As for ride comfort, BMW has tweaked the suspension for the X1 LWB, and they’ve done a pretty good job of things. The suspension works quiet, it feels absorbent, and it’s only when you’re really paying attention that you’ll notice a distant firmness to the setup.

BMW X1 LWB price and verdict – 8/10

Prices for the X1 LWB will be announced on August 21. We expect BMW to keep pricing within the Rs 50-55 lakh (estimated, ex-showroom) band, which would make the X1 LWB a very enticing proposition.

Rear seat space is the highlight and immediately gives the BMW bragging rights over the Mercedes GLA and Audi Q3. Thing is, the X1 LWB’s appeal is almost too tied to the rear seat experience. The drive experience is just so-so. Performance is fine for the daily grind but the three cylinder unit does little to excite. If that’s not a deal breaker for you, the BMW X1 LWB is sure worth a long, hard look.

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Skoda Kylaq long-term review, 3,800km report

Posted on August 16, 2026August 16, 2026 by admin

You could argue there was no better long-term test for the Skoda Kylaq than being driven 19,351 kilometres from India to Czechia. However, for those of us who can’t go on a two-month-long adventure full of culture, cuisine and continent-crossing, here’s what it’s been like trudging through Mumbai traffic for the last few weeks.

I’ve been fascinated by the Kylaq since its launch in early 2025, and apart from a few quick peeks at it when it came in for other shoots, I had never really driven one before this. So, now that it’s finally joined the Autocar India fleet, I’ve been more than happy to take it on for its first couple of weeks. And just as a proposition alone, I’m amazed that Group partner Volkswagen didn’t immediately jump on this idea and do a compact SUV in parallel. Guess we’ll just have to wait until 2027.

Skoda Kylaq interior door handle — Feels reassuringly solid, from the door shut to the driving dynamics.

The formula is simple enough – a Kushaq, but slightly smaller and using only the lesser 1.0-litre engine. But the more time I spend in here, the more I wonder if there’s any need for a Kushaq 1.0 TSI at all – this thing offers pretty much everything it does. At no moment does it feel lesser in any way – same step up into the cabin, same solid slam on door shut, same high-set driving position. And features? Apart from the Kushaq’s newly added panoramic sunroof, bigger driver’s display and rear massaging seats, it has everything else!

Skoda Kylaq driver's display — Severe turbo lag followed by sudden burst of power frustrating in stop-go traffic.

There are two mechanical changes that I hope make their way to the Kylaq soon, though. The first is the 8-speed gearbox, which should help mask one of this car’s shortcomings – turbo lag. The older 6-speed AT in our Kylaq may be smooth while you’re on the move, but at crawling speeds, where I spend most of my time, it can never figure out if it needs to be in first or second, and sometimes changes its mind at the worst possible moment. If it chooses first, it will lurch you forward aggressively, but if it chooses second, it traps you in the dreaded lag zone. Off boost, this 999cc engine feels overwhelmed by the Kylaq’s 1,255kg.

Skoda Kylaq touchscreen — Single-digit fuel economy unexpected, unacceptable in a compact car.

Frustratingly jerky movement aside, where this indecisiveness has really hurt more is my wallet. The constant shifting, switching on and off boost and general inconsistent progress have hit the fuel economy very hard, and I struggle to get past 8kpl on my admittedly slow daily commute. Some of it might be down to the sudden advent of E20 fuel, but eight kilometres per litre in a compact car is criminal. I used to average 10kpl in our 1.5-litre TSI DSG Slavia a few years ago, and the team has been getting more out of our 2.0-litre TSI VW Tayron. So, it’s really down to an overstressed engine and a clumsy gearbox.

The other mechanical change is far less of a problem, and that’s the AC. While this still uses the fixed-geometry compressor from the original Kushaq, it’s a smaller car, so cooling the cabin is rarely an issue, and I drove it through at least one week of our awful heat wave. The thing is, you can feel it’s working overtime to keep the cabin cool, and when set to auto mode, the fan stays on full blast for most of my journey. I often find myself turning it down to have a conversation or enjoy my music.

Skoda Kylaq alloy wheel — Large, shiny 17-inch alloy wheels do well to enhance Kylaq’s road presence.

These two niggles aside, it’s a very pleasing experience, as you might expect from a slightly smaller Kushaq. There’s a certain toughness to it you don’t find in cars from this segment that almost encourages you to seek out potholes and slam through them. There’s a similar firmness to the ride, but I actually like that; it suits my driving style better than something overly soft and rolly. And I’m also willing to forgive a lot for how good those 17-inch wheels look; a bold choice when most of the segment is still running 16s.

I’ll delve more into the interior, tech and other things in a future update, but in this short first experience, I can see how the Kylaq made it to Prague so comfortably and without incident. It’s compact only in size and is a uniquely European addition to the compact SUV segment.

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2026 Mini Countryman C Review – Can it be a serious luxury SUV?

Posted on August 16, 2026August 16, 2026 by admin

It’s all too easy to start every review of the Mini Countryman with some variation of the phrase ‘the Mini that’s not so mini’, because that’s always been true. The SUV of the Mini range, by definition, is always going to fit that description; the difference this time is that Mini itself is onboard with the idea. Where previously it was always marketed as a Mini first and an SUV second, this time the script has been flipped. No longer content with being a niche offering for the fashion forward, they want this to be your family car, or more specifically your first luxury SUV. You’ll see how the vehicle attempts to achieve that in the paragraphs ahead, but the intent is clear with the price of this locally assembled third-generation ‘U25’ Countryman C, which at Rs 47 lakh (ex-showroom), is bang on par with ‘conventional’ entry luxury SUVs, like the Mercedes-Benz GLA, Audi Q3 and even its own cousin, the BMW X1.

2026 Mini Countryman C Exterior Design and Engineering – 9/10

Clearly prioritises practicality more this time, but retains that Mini charm.

Looks sharper, boxier and visibly larger than before.

As with every successive generation, the new Countryman has grown (it’s now the tallest SUV in the class, with the highest ground clearance), but this time it has deliberately been made to ‘look’ large as well. Gone are the cartoonish and bulbous features of previous models, and in their place are smaller, sharper, more angular elements. The headlamps, grille and even the roofline have a boxier look, and this points to the greater space inside. It’s more recognisable as a Mini from the rear, where the familiar cues of a contrast roof, ‘Countryman’ lettering on the tailgate and Union Jack tail-lamps are easy to spot.

We’ve seen this look already in the Countryman Electric, and all that’s changed here is the grille that isn’t closed off. We’ve also already seen it on the CBU-imported Countryman JCW All4, which, apart from its more powerful engine and AWD, gets a sportier body kit.

19-inch alloys look great, but they hurt ride quality.

This one being a locally assembled model, however, it’s available in a single, fully loaded ‘Favoured’ spec with no optional extras, save for some accessories. It looks the business, however, with champagne-coloured accents all around, the contrast roof as well as huge 19-inch dual-tone alloy wheels. You get a choice of five colours, but Mini has been sure to pick more extroverted options than conventional luxury SUVs – British Racing Green is still the most popular Mini colour bought in India.

2026 Mini Countryman C Interior Space and Comfort – 8/10

Genuinely usable space and practicality make it feasible as a luxury SUV.

Generous headroom and legroom at the rear, though thigh support is not the best.

The results of the grown dimensions are immediately obvious in the greater interior space. It feels larger and airier than any Countryman before it, and betters some rivals in this regard. Without the battery of the EV, the floor is lower, giving a comfier seating position, though rear-seat thigh support is still not the best. And though the huge panoramic sunroof lets some light in, we wish the windows were a touch larger. Still, this can realistically be used as a chauffeur-driven car now.

The other area where it delivers more than the EV is the boot, whose volume has gone up by 50 litres to 505 litres. You can free up some more by sliding the rear seat forward on rails, and what’s more, they’ve even included a space-saver spare tyre, which you don’t get in the EV.

In the front seat, there’s no mistaking this for anything but a Mini, thanks to the clean dashboard with a big circular touchscreen at the centre. While this does function as the speedometer, a nod to the original Mini, there is also a flip-up HUD, which presents the info in your line of sight.

Knitted fabric on the door cards and dashboard lends the cabin an upmarket feel.

The dash is trimmed in an upmarket-feeling knitted fabric, which then extends onto the door cards, where it blends from blue to brown in colour. There are plenty of uniquely Mini touches, like slim, vertical AC vents, a row of toggle switches to start the car and change modes, more champagne gold trim and vertical inside door handles. But there is also more BMW switchgear than ever before, which, though high quality, looks a bit ordinary.

Storage space and ergonomics are well thought out, with an open centre console, a neat covered storage box and a sliding armrest. The front seats, meanwhile, are large and accommodating and give a commanding view outward.

2026 Mini Countryman C Features and Safety – 8/10

Generously kitted out with lots of standard equipment, on par with rivals.

Edge-to-edge circular screen is responsive, high-res and full of cutesy graphics.

As mentioned before, there is only one variant of the Countryman C, with a fixed features list and no optional add-ons. It’s a generous spec that features more than what some rivals offer, including wireless Apple CarPlay and Android Auto, powered front seats with memory and massage function for the driver, surround camera with auto park function, a Harman/Kardon audio system, heated steering wheel, panoramic sunroof, 13.7-inch diameter OLED touchscreen, heads-up display, voice assistant, wireless phone charging and a digital key system, to name a few.

As seen on all current-generation Minis, the dish-like circular touchscreen is a work of art. Where the previous generation housed a rectangular touchscreen within the circle, the new one is an edge-to-edge circular screen. It’s responsive, bright, high of resolution and full of Mini-typical cutesy graphics. Even the audio cues aren’t like normal cars, with cute ethereal chimes replacing boring warning beeps. There aren’t drive modes but Experience Modes (more on these later), which not only change the colour of the ambient lighting, but the screen display and can even activate certain features, like the seat massage.

Hard buttons only for few functions such as media controls and Experience Modes

However, once the novelty fades, you start to realise this circular design isn’t great ergonomically. While there, thankfully, are hard buttons for music volume and track control, as well as dri- sorry, Experience Modes, AC controls and all other functions are on the screen. With no bezel or edge to rest your hand on, and small, rounded graphics to tap, it is quite tricky to perform basic functions on the move. And as it’s based on BMW’s current i-Drive system, there are far too many sub-menus to go through.

2026 Mini Countryman C Performance and Refinement – 7/10

Downsized turbo-petrol engine lacks the zest associated with a Mini.

Performance feels merely adequate from the 156hp, 1.5-litre turbo-petrol engine.

This car shares its UKL1 architecture with the BMW X1, as well as its 1.5-litre three-cylinder direct-injection turbo-petrol engine. As in the BMW, it produces 156hp and 240Nm, sent to the front wheels via a 7-speed dual-clutch automatic gearbox, and as in the BMW, it feels merely adequate. While easier to digest in the X1, which has long since transitioned from ‘Ultimate Driving Machine’ to comfy family cruiser, the Mini’s go-kart intentions are still on display, and the expectation for more performance is higher.

Like in modern BMWs, the Experience Modes are mostly cosmetic, with only Green (Eco) and Go Kart (Sport) altering drive performance. Expectedly, the former dulls things down, while the latter primes the engine and gearbox to be more reactive, and they work as expected. There is, however, no scope to set individual parameters in any mode; for instance, ESC is off by default in Go Kart mode and you can’t turn it back on.

Gearbox is intuitive and quick, but there’s no manual control whatsover.

Also missed are paddle shifters, or in fact any means of shifting manually, though the gearbox is quite intuitive and quick to shift for the most part. It’s only at crawling speeds where this powertrain falls into the triple-whammy trap of turbo lag, gearbox hesitation and no off-boost power that’s typical of downsized engines. Things improve drastically in the mid-range, where the Countryman C feels most comfortable.

The engine also remains pretty refined for the most part, and it’s only if you absolutely stretch it out that you’re made aware it’s a three-cylinder unit.

2026 Mini Countryman C Mileage and Range – 8/10

Decent for a reasonably large turbocharged petrol luxury SUV.

Fuel economy is officially rated at 15.92kpl.

The advantage of the sizing-down is, of course, fuel economy, which will no doubt be better than with a larger 2.0-litre engine. It’s officially rated at 15.92kpl, which is not bad for a turbo petrol luxury SUV, and you realise that it’s because it’s not too heavy – clocking in at around 1,700kg. Other factors helping this include a quick-acting engine stop/start system and a good drag coefficient of just 0.26. Expect a real-world average comfortably in the two digits. And like all new BMW cars, this one is E25 compliant.

2026 Mini Countryman C Ride Comfort and Handling – 7/10

Still fun, but drives like a big car now; large wheels hurt ride quality.

Handling is a noticeable departure from the Go Kart feel that’s typified all modern Minis.

More so even than the powertrain, the Go Kart feel that’s typified all modern Minis comes from the chassis setup and handling, and this new Countryman represents the first noticeable departure. But that’s not necessarily a bad thing, and is in keeping with its new, more grown-up luxury-SUV persona.

The steering is much lighter and not as tightly wound as before, for a start, and that means despite the increased size, the Countryman is even easier to manoeuvre. What you lose in the process is some urgency in direction changes and some agility, but you don’t mind that thanks to the aforementioned benefits.

It feels reassuring and has great road-holding at highway speeds,

The good news is the suspension setup still allows it to handle corners tidily and with not too much body roll. And this despite being slackened off quite a bit to be noticeably comfier and more compliant than the previous Countryman. It also has great road-holding at high speeds and feels far more reassuring at highway speeds, and the overall sensation is that you’re commandeering a proper SUV rather than a high-riding hatchback. The only spoilsport here are the 19-inch wheels; while they look great, they crash hard through potholes and even over some steeper speed breakers.

2026 Mini Countryman C Price and Verdict – 8/10

Competitive pricing and big space make it a credible rival to other entry luxury SUVs.

The Mini Countryman C is priced at Rs 47.5 lakh (ex-showroom, India) which is incredibly competitive. It ducks under both, the Mercedes GLA and BMW X1, with only the entry-level version of the Audi Q3 being slightly cheaper. The best part is that, where previous locally assembled Countrymans (Countrymen?) felt stripped down compared to their CBU counterparts, here you get a well turned out and generously equipped luxury SUV that doesn’t leave you wanting.

It’s clear that Mini is on a war footing to break into the mainstream, and that’s something it certainly can’t do with its hatchbacks, which remain fun to drive and upmarket, but ultimately niche fashion statements. The Countryman C delivers on space, features, luxury and comfort that’s more than a match for others in the segment, and despite a slightly underwhelming engine, adds some much-needed pizzazz to the ranks of entry level luxury SUVs.

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Kia Seltos vs Tata Sierra diesel automatic: Real world mileage compared

Posted on August 10, 2026August 10, 2026 by admin

Kia Seltos vs Tata Sierra diesel automatic real world mileage comparison

Alongside the Hyundai Creta, the only SUVs in this segment offering a diesel engine mated to a torque-converter automatic transmission (AT) are the Kia Seltos and the Tata Sierra. Where the all-new Sierra was introduced in November 2025, the second-gen Seltos entered the fray in January 2026. The Sierra diesel-AT version is limited to five trim options, but its Seltos counterpart is available in eleven. So, which one of these 5-seater midsize SUVs offers higher fuel economy?

Explore full specs, features and a price breakdown in our Seltos vs Sierra comparison.

Kia Seltos vs Tata Sierra diesel automatic: Specifications

The Sierra offers more power, but it is also heavier than the Seltos

Kia Seltos vs Tata Sierra diesel automatic: Specifications
	Kia Seltos	Tata Sierra
Engine	4 cyl, diesel	4 cyl, diesel
Displacement (cc)	1493	1497
Power (hp)	116 (4,000rpm)	118 (4,000rpm)
Torque (Nm)	250 (1,500-2,750rpm)	280 (1,500-2,750rpm)
Gearbox	6-speed AT	6-speed AT
Fuel tank (litres)	47	50

Even though their turbocharged engines are of similar sizes, it’s the Tata Sierra’s unit that produces 2hp and 30Nm more. Moreover, the power and torque figures of these cars are achieved over the same engine RPM range. Compared to the Seltos, the Sierra diesel comes with a slightly larger fuel tank (by 3 litres), whilst the gearboxes on both are 6-speed torque-converter automatic units. Both cars are equipped with a variable-geometry turbocharger, thus improving power delivery and reducing turbo lag.

Kia Seltos vs Tata Sierra diesel automatic: Real-world fuel efficiency

Despite featuring an ‘Eco’ mode and weighing less, the Seltos fared slightly worse than the Sierra

Kia Seltos vs Tata Sierra diesel automatic real world mileage comparison chart

During our real-world fuel economy test, the Seltos diesel managed an average that was 0.5kpl worse than the Sierra. It was also 0.73kpl thirstier in the city, whilst consuming 0.26kpl more fuel than its Tata rival out on the highway. Despite being heavier than a comparable diesel-automatic trim of the Seltos, the relatively lower engine RPM of the Sierra when cruising at 100kph helps its efficiency. For reference, the Seltos’ diesel engine was spinning much faster at 100kph, at 2,100 RPM. Neither SUV gets an automatic engine stop-start system to reduce fuel burn further, but the Seltos does come with an Eco drive mode.

Kia Seltos vs Tata Sierra diesel automatic: Prices

Kia Seltos vs Tata Sierra diesel automatic prices
	Kia Seltos	Tata Sierra
Price range (in Rs, lakh)	15.32-21.82	15.99-21.29

The most affordable trim of the Kia Seltos diesel with the torque-converter automatic gearbox costs Rs 67,000 less than its equivalent Tata Sierra. At the top-end of the spectrum, the latter has a price advantage of Rs 53,000.

Autocar India’s fuel efficiency testing

Before our real-world fuel efficiency tests, we fill our test cars’ tanks to the brim and maintain tyre pressures based on the manufacturer’s recommendations. These cars are driven in fixed city and highway loops in and around Navi Mumbai, and we maintain certain average speeds. Throughout the tests, there is only one person in each car, running the air conditioner and other electricals, such as the audio system, indicators and wipers, when required, just like a regular user would. Periodic driver swaps further neutralise variations in driver patterns. At the end of each cycle, we calculate efficiency by filling the tanks to full again.

Prices are ex-showroom, India.

Also read

Nissan Gravite CNG real world fuel economy tested, explained

Maruti Brezza vs Tata Nexon real world CNG mileage comparison

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Nissan Gravite CNG real world fuel economy tested, explained

Posted on August 10, 2026August 10, 2026 by admin

The Nissan Gravite, launched in February, 2026, is among the most affordable three-row MPVs sold in the country. In May, Nissan started offering the Gravite with a dealer-level CNG kit. Manufactured by Motozen, the kit is government and ICAT approved, and is available at an additional cost of Rs. 83,000.

We’ve now put the Gravite CNG through our real-world fuel-efficiency tests to see how it performs.

CNG kit available at an introductory price of Rs. 83,000.
Spare wheel is mounted underneath the boot floor.
3-year/1,00,000km third-party warranty offered on CNG components.

It is powered by the same 1.0-litre, three-cylinder petrol engine (BR10) as seen in the Renault Triber, paired to a 5-speed gearbox. It produces 72hp and 96Nm of torque in petrol mode, however, Nissan is yet to reveal the claimed efficiency and the engine’s output when run on CNG. The twin CNG tanks are stacked vertically in the boot one above the other, each with a 25-litre capacity.

In our tests, the Gravite CNG delivered 15.9km/kg in the city and 25.1km/kg on the highway, for an overall average efficiency of 20.5km/kg.

When refilled from empty, we managed to fill 7.7kg of CNG, although this can vary depending on the pump pressure and ambient temperature. Based on our average overall efficiency of 20.5km/kg, one can expect a real-world range of 150-160km on a full tank of CNG.

Autocar India’s fuel-efficiency testing

Since CNG tanks are more difficult to fill consistently due to variables such as ambient temperature and pump pressure, we did not use our standard tankful-to-tankful methodology. Instead, for our real-world tests, we emptied the CNG tank and refilled it with 2kg of CNG. We then drove the vehicle in city conditions until the gas was exhausted. The same process was repeated for the highway run. Throughout both tests, the Gravite was driven exclusively in CNG mode.

Before our real-world fuel efficiency tests, we maintain tyre pressures based on the manufacturer’s recommendations. These cars are driven in fixed city and highway loops in and around Navi Mumbai, and we maintain certain average speeds. Throughout the tests, there is only one person in each car, and the aircon is set to fan speed 2 with temperature dialed to the lowest position. We operate other electricals, such as the audio system, indicators and wipers, just like a regular user would. Periodic driver swaps further neutralise variations in driver patterns.

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Hyundai Aura CNG real world fuel economy tested, explained

Posted on August 9, 2026August 9, 2026 by admin

Launched in 2020, the Hyundai Aura has been available with a factory-fitted CNG option since its introduction. It is currently offered in three variants – S CNG (Rs 7.8 lakh), Corporate CNG (Rs 7.9 lakh) and SX CNG (Rs 8.6 lakh). We put the Aura CNG through our real-world fuel-efficiency tests to see how it fares.

No automatic engine stop-start system
Claimed fuel efficiency: 28.4km/kg
Priced Rs 90,000 higher than comparable petrol variants

Hyundai Aura CNG fuel efficiency explained

Powering the Aura CNG is a 1.2-litre, four-cylinder engine that produces 69hp and 95.2Nm when running on CNG. Transmission duties are handled by a 5-speed manual gearbox.

In our tests, the Aura CNG returned 22.06km/kg in the city and 31.43km/kg on the highway, resulting in an overall average efficiency of 26.74km/kg. Based on these figures, owners can expect a real-world driving range of around 240km on a full tank of CNG.

Interestingly, when refilling the Aura’s empty 65-litre CNG tank, it accommodated 8.95kg of gas. Under favourable conditions, such as higher pump pressure and cooler ambient temperatures, the tank should be able to hold close to 10kg of CNG.

For context, the Maruti Dzire CNG is equipped with a smaller 55-litre CNG tank, while the Tata Tigor CNG features a larger 70-litre dual-cylinder setup.

Autocar India’s fuel-efficiency testing

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Maruti Wagon R CNG real world fuel economy tested, explained

Posted on August 8, 2026August 8, 2026 by admin

The Maruti Wagon R CNG remains one of India’s best-selling CNG cars. It is offered in two variants – LXi CNG (Rs 5.94 lakh) and VXi CNG (Rs 6.47 lakh) – and commands a premium of Rs 95,000 over the equivalent petrol versions. We put the Wagon R CNG through our real-world fuel-efficiency tests to see how it performs.

No auto engine stop-start system
Claimed fuel efficiency: 33.47km/kg
Is 95-100kg heavier than the equivalent petrol version

Maruti Suzuki Wagon R CNG mileage explained

Powering the Wagon R CNG is a 1.0-litre, three-cylinder engine that produces 67.7hp and 91.1Nm in petrol mode, and 56.6hp and 82.1Nm when running on CNG. The CNG variant is available exclusively with a 5-speed manual gearbox. Alongside its petrol fuel tank, the Wagon R gets a 60-litre CNG cylinder mounted in the boot. The added weight of the cylinder and associated hardware makes it about 95-100kg heavier than a comparable petrol model.

In our tests, the Wagon R CNG returned 23.39km/kg in the city and 33.09km/kg on the highway, resulting in an overall average efficiency of 28.24km/kg. Particularly noteworthy is the highway figure, which comes remarkably close to Maruti’s claimed efficiency of 33.47km/kg.

When refilled from empty, the Wagon R’s CNG tank accepted 7.4kg of gas. Under ideal conditions, however, the 60-litre cylinder should be able to hold close to 8kg, depending on factors such as ambient temperature and dispenser pressure. Based on our real-world average efficiency figure of 28.24km/kg, owners can realistically expect a driving range of approximately 210-220km on a full CNG tank.

Autocar India’s fuel-efficiency testing

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Volkswagen launches Virtus Anniversary Edition at Rs 19.20 lakh

Posted on August 6, 2026August 6, 2026 by admin

Volkswagen has launched the Anniversary Edition of the Virtus sedan at Rs 19.20 lakh (ex-showroom, India). It arrives about four years after the model was first introduced in the India market. The Virtus Anniversary Edition is based on the top-spec GT Plus Sport trim of the VW sedan, so it shares several of the latter’s visual aesthetics and feature set. The price of the Anniversary Edition identical to the trim that it’s based on, despite offering additional equipment.

Based on the top-spec GT Plus Sport trim
Finished in an exclusive Avocado Pearl colour
Features puddle lamps, 360-degree cameras, front parking sensors and more
Only available with the 1.5 TSI engine and DSG gearbox

Volkswagen Virtus Anniversary Edition: Exterior and interior features

The Anniversary Edition of the Volkswagen Virtus comes finished in an Avocado Pearl exterior colour, which Volkswagen says is exclusive to this edition. It also gets a contrasting black roof, black alloy wheels with red brake calipers and a black boot-lip spoiler – all of which are shared with the GT Plus Sport. Other shared design features include a gloss-black front bumper trim, darkened headlamps and tail-lamps housings, an all-black interior theme with gloss-black inserts on the dashboard.

Volkswagen Virtus GT Plus Sport interior — Volkswagen Virtus GT Plus Sport’s interior shown for representational purposes only.

On the equipment front, the Virtus Anniversary Edition is offered with official Volkswagen accessories like puddle lamps, a 360-degree camera system and front parking sensors. Since it’s based on the fully loaded GT Plus Sport trim, the Anniversary Edition shares all of its other feature set too. This includes the likes of leatherette upholstery, red ambient lighting, ventilated front seats, a powered sunroof, a 10-inch touch-infotainment screen, automatic climate control, an 8-speaker audio system and paddle shifters.

Safety features of the limited-run Virtus Anniversary Edition are also familiar. This means that it gets 6 airbags, electronic stability control, traction control, hill-start assist, and ABS with EBD, among others.

Volkswagen Virtus Anniversary Edition: Engine and gearbox

Under the bonnet of the Volkswagen Virtus Anniversary Edition is the same 1.5 TSI engine and 7-speed DSG (dual-clutch automatic) gearbox. This 1.5-litre four-cylinder turbo-petrol mill features direct injection, developing 150hp and 250Nm of torque. This engine and gearbox pairing has a claimed fuel economy of 19.62kpl. Meanwhile, the standard Virtus is also available with a 1.0-litre three-cylinder turbo-petrol engine with direct injection, which makes 115hp and 178Nm. This TSI unit can be mated with either a 6-speed manual or a 6-speed torque-converter automatic transmission.

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Audi A2 e-tron to be the brand’s most efficient production car yet

Posted on August 4, 2026August 4, 2026 by admin

Audi has revealed fresh details and camouflaged prototype shots of the upcoming A2 e-tron, confirming that the electric hatchback will be the most efficient production car the brand has ever built. The A2 e-tron is expected to debut in full this fall, with European sales scheduled to begin in the end 2026 to early 2027 timeframe.

Reborn Audi A2 adopts the original’s efficiency-first ethos

Achieved 7.81km/kWh WLTP energy efficiency in preliminary testing

Equipped with the optional Efficiency Package, the A2 e-tron recorded a preliminary WLTP energy consumption figure of just 12.8kWh/100km (7.81km/kWh), making it the German carmaker’s most energy-efficient model to date. Notably, the original A2 (sold from 1999 to 2005) was built to deliver superb fuel economy, and its EV successor clearly adheres to the same efficiency-first principles.

Audi says the A2 e-tron achieves its impressive claimed efficiency via a combination of advanced aerodynamics, a highly optimised drivetrain, and a battery designed specifically for everyday use. The Efficiency Package lowers the A2 e-tron’s energy consumption by up to 0.9kWh/100km over the standard model.

The A2 e-tron also boasts a drag coefficient of 0.24, the lowest of any compact Audi to date. To achieve this, Audi has equipped the A2 e-tron with a rounded fascia, a flowing roofline, a fully enclosed underbody, air curtains, wheel arch gap reducers, an upright rear end, and an active front cooling intake that remains closed during normal driving to minimise drag. The intake automatically opens during rapid charging, heavy acceleration, or high ambient temperatures to provide additional cooling for the battery and power electronics.

Other observable design highlights on the A2 e-tron prototype include a split-headlamp setup, L-shaped intakes up front, aero-optimised alloy wheels, wide rectangular tail-lamps, subtly flared fenders, and a silhouette that pays homage to the original A2 – the A2 e-tron actually looks quite similar to the Hyundai Ioniq 3 in profile.

Audi A2 e-tron to offer 61kWh battery in base spec

Estimated WLTP range of around 453km

Entry-level versions of the A2 e-tron are confirmed to offer a 61kWh (58kWh usable) LFP battery that powers a rear-mounted 190hp electric motor dubbed APP350. Multiplying the usable battery capacity with the aforementioned 7.81km/kWh efficiency figure yields an indicative WLTP range of 453km.

The A2 e-tron’s battery uses a cell-to-pack design that improves packaging efficiency while eliminating conventional battery modules. It can even be routinely charged to 100 percent without the degradation concerns associated with other battery chemistries. A revised thermal management system also improves home wallbox charging efficiency to 89.6 percent.

According to Audi, the A2 e-tron’s electric drive system is around 10 percent more efficient than previous designs. Improvements include silicon carbide (SiC) power electronics, thinner motor laminations to reduce energy losses, revised stator windings, and a new low-friction transmission oil paired with a tall 10.2:1 gear ratio for improved highway efficiency.

The A2 e-tron will also support vehicle-to-load (V2L) functionality, allowing owners to power external appliances with up to 2.3kW of output, as well as a vehicle-to-home (V2H) feature that enables the vehicle to act as a home energy storage system when paired with compatible charging equipment.

While Audi has confirmed only the 140kW version of the A2 e-tron for now, more variants are expected to be part of the line-up. Since the A2 e-tron shares its underpinnings with the Volkswagen ID 3 Neo, which gets a 79kWh NMC battery option, the Audi hatchback could offer a similarly sized unit.

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Mercedes-Benz E 220d long-term review, 14,000km report

Posted on August 3, 2026August 3, 2026 by admin

Double-digit fuel economy figures – I haven’t seen those on my daily commute in years! Part of the reason is that I’ve been driving mostly EVs lately, and they don’t use any fuel. And the other is that there are so few diesels, and those that remain have taken quite a hit on the economy front with all those emissions upgrades and various weight increases. So imagine my surprise when this large, heavy, super-luxurious limousine showed me upwards of 12kpl on my traffic-heavy 9km commute.

Mercedes-Benz E 220D mileage — Smooth 2.0-litre diesel delivers exceptional economy even in this large and heavy limousine.

The fuel economy is but one of many bright blips on a limo that wastes no time showing you why it’s India’s favourite luxury car. And that’s despite its on-road price knocking on the door of a crore. It looks tremendous, more so in this Verde Silver paint, a shade I’m glad Mercedes added to its otherwise monochrome palette. It’s big but not ungainly, and its 18-inch wheels are a triumph of design – looking elegant and bigger than they actually are.

Mercedes-Benz E 220D rear seats — Back seats enjoyed mostly by bags for now.

Sadly, I don’t have a chauffeur, so I can’t experience the best seats the E-Class has to offer; that privilege goes to my bags every day.

Mercedes-Benz E 220D accelerator pedal — Firm pedal resistance, along with turbo and gearbox lag, can make for abrupt starts from a standstill.

However, the big limo is surprisingly nice from behind the wheel too. I took little time to adjust to its large dimensions, and the steering is quick and responsive, so it wasn’t long before I was pointing its long nose into lanes only just about wide enough for it. My one grouse is the accelerator pedal, which doesn’t feel consistently weighted, and when combined with some reasonable turbo and gearbox lag, can make for an un-Merc-like lurch if you’re not careful.

Mercedes-Benz E 220D Superscreen — ‘Superscreen’ dashboard collects dust easily and catches a lot of reflections that distract the driver.

A big talking point of this new E-Class was the decision to replace the wood and leather dashboard with a giant panel of screens. I’m glad they’ve retained some rich-feeling open-pore wood on the dash, doors and seats though. The central screen is hugely impressive – bright, crisp and full of detail. But having a glass surface for a dashboard invites dust and reflections, which became a pain when driving in the afternoon sunlight. But that’s a problem for your chauffeur, and if you have an E-Class, chances are you have one in your employ too.

Mercedes-Benz E 220D open pore wood on interior trims — Despite the screens, a generous use of open-pore wood anchors the interior in old-world luxury.

The E 220d is the last diesel standing in its segment, and it’s all the better for it. Once the most vilified fuel in the country, the uncertainty around petrol these days might even turn people back to the black pump. And the smooth, refined, efficient E is a shining example of how good that can be.

Mercedes-Benz E 220d test data
Odometer	14,113km
Price	Rs 82 lakh (ex-showroom, India)
Economy	11.8kpl (this month)
Maintenance cost	None
Faults	Rear camera doesn’t always deploy
Previous report	May 2026