The Mahindra XUV 3XO ZNG takes on the Tata Nexon iCNG and the Maruti Brezza CNG in the CNG compact SUV space. Priced from Rs 9.99 lakh to Rs 12.27 lakh (ex-showroom), it carries a premium of Rs 1 lakh to Rs 1.2 lakh over the corresponding petrol versions. Before signing on the dotted line, here are the key strengths and weaknesses of this Mahindra SUV.
Reasons to buy the Mahindra XUV 3XO CNG
Strong performance on CNG
The XUV 3XO CNG loses none of its power when running on gas
The 1.2-litre MPFI (multi-point fuel-injected) turbo-petrol engine of the XUV 3XO CNG is the same unit found in the lower and mid-spec petrol trims. Here it develops 111hp and 200Nm in both petrol and CNG modes. While there’s some turbo lag below 2,000rpm, the engine pulls eagerly once it crosses that mark. This unit is also notable for its refinement and tractability, rarely requiring one to drop down to first gear, for going over speed breakers, for example.
Switching between petrol and CNG is seamless as well, and few would be able to tell which fuel the XUV 3XO ZNG is running on. While we’re yet to test it, Mahindra claims a mileage of 24.7km/kg for this compact SUV, translating to a theoretical range of 247km on CNG.
Comfy ride and tidy handling
Mahindra has retuned the suspension to accommodate the extra heft of the CNG kit
The CNG hardware adds around 100kg to the XUV 3XO’s kerb weight, with the majority of it being over the rear axle. Mahindra has reworked the suspension to compensate for this heft. The result is a slightly firm ride but one that deals with bad roads quite well.
Adding to the overall comfort here are the 16-inch wheels wrapped with high-profile tyres. These manage to cushion the cabin from sharp bumps. The XUV 3XO CNG rides better than most cars in its segment. What’s good is that this ride comfort doesn’t come at the cost of sloppy handling. In fact, this Mahindra SUV feels tight and planted around corners. The steering is direct and doesn’t require much effort, with drivers being offered three steering modes for flexibility.
Upmarket cabin
This cabin is just as plush as that of the petrol and diesel versions
A CNG switch next to the steering wheel aside, the cabin of the XUV 3XO CNG is identical to that of non-CNG versions. While it can’t be had in equally top-end trim levels, the CNG version is available with a dual-tone dashboard, gloss black accents and leatherette upholstery. Overall, there’s a feeling of good build that’s backed by a sense of premiumness. Meanwhile, the rear seat is quite roomy for the class and can accommodate three adults without much fuss.
The top-spec RevX A trim gets twin 10.25-inch screens, a panoramic sunroof and a 6-speaker audio system with Dolby Atmos. Mahindra says the CNG version is engineered to match the five-star Bharat NCAP safety rating of other combustion-powered XUV 3XO versions. Standard safety features here include 6 airbags, stability control, ISOFIX anchors and a reversing camera.
Reasons not to buy the Mahindra XUV 3XO CNG
Small boot
The twin-tank setup eats into what was already a small boot
The 295-litre boot of the XUV 3XO was already the most compact in the segment. Despite moving the spare wheel under the car’s body and fitting the twin cylinders beneath the boot floor, the XUV 3XO CNG’s boot is even more compromised – offering just 270 litres of cargo space. It’s only its width that allows up to four cabin-sized bags to be stored.
Cabin niggles
The XUV 3XO CNG’s interior isn’t devoid of ergonomic flaws
While the black leatherette seats look sporty, they don’t get a ventilation function. This means that, on a bright sunny day, they will heat up quite quickly. If you’ve a larger build, the front seats of the XUV 3XO CNG will feel lacking in space. Adding to the ergonomic niggles is the steering wheel, which cannot be adjusted for reach, making it harder to find a comfortable driving position. Lastly, not only is the XUV 3XO CNG’s driver footwell cramped, there’s also no dead pedal.
Limited options
Customers get only mid-spec trim levels with the CNG version
The CNG version of the Mahindra XUV 3XO is sold in just four trim levels, all of which are mid-spec options within the broader line-up. This limitation becomes obvious given the lack of a 360-degree camera, ventilated front seats, or a wireless charging pad – these are available in the Nexon iCNG. There are no fog lamps, either. Another limitation is that the CNG version only comes with a 6-speed manual, which has long throws and a fair amount of clutch pedal travel.
The Tesla Model Y is a tech-loaded electric crossover that prioritises cabin space and performance over everything else. The new Model Y L takes that formula a step further, adding a third row of seats, a longer wheelbase, more power with an all-wheel drive setup, more range and more sophisticated suspension as well. Given the additions, naturally it costs more than the standard-wheelbase, real wheel drive versions, but is the Y L actually worth the extra outlay?
Model Y Exterior Design and Engineering – 6/10
Appears near-identical to the Model Y, but the Y L is longer, taller and has a longer wheelbase.
At first glance, the L looks very familiar to the Model Y, but this version looks noticeably larger from the side and rear. The Model Y L measures 4,969mm in length and 1,664mm in height, 1,982mm in width with a 3,040mm wheelbase, which makes it 179mm longer overall and 40mm taller than the Model Y, and it also has a 150mm longer wheelbase. At 166mm (unladen), the Y L has decent ground clearance but considering the longer wheelbase, you have to be extra careful going over big speedbreakers otherwise you will end up scraping the belly.
The growth in dimensions is particularly apparent in the raised and extended roofline, plus the expanded rear glass and rear-quarter glass area. The other changes include a new bootlid spoiler and the 19-inch alloy wheels have a more enclosed design, both in the interest of further aero optimisation.
Other than that, the smooth, aerodynamic silhouette with minimalist detailing and distinctive lighting elements remain. The overall design is unmistakably Tesla, although the extra length gives it slightly more road presence. That said, the Model Y L doesn’t suddenly become a traditional SUV just because it has grown. Its rounded, slightly anonymous shape with clean surfacing continues to favour aerodynamic efficiency over visual appeal. But it looks distinctive and as such, has carved out a niche for itself in terms of design.
Model Y Interior Space and Comfort – 8/10
Minimalist design remains the same, save for a new textured finish on top of the dashboard.
This is where the Model Y L takes a larger step up. The standard Model Y already had a spacious cabin, but the Y L has even more room and brings further versatility, by adding a third row of seats. It is a six-seater rather than a seven-seater, with two individual captain’s chairs in the middle row instead of the standard car’s bench.
The front seats may be simple-looking but they are plush and comfy, and the extended underthigh support enhances comfort especially for taller people. These seats are also heated, cooled and feature electric adjustment. The second row is arguably the highlight, however. The individual captain’s seats are very comfy, and they feature integrated headrests, a heating and cooling function, along with power adjustment and powered armrests too. The extra wheelbase and taller roof of course gives passengers more room to stretch out and as such there’s no shortage of legroom or headroom here. The larger windows, coupled with the tinted panoramic glass roof further enhances the sense of space. However, since there are no window blinds or a sunshade for the roof, the large glasshouse area means the cabin heats up too easily especially on a hot, sunny day.
Captain seats are very comfy and there’s plenty of legroom and headroom here.
Middle row passengers are well-catered too, however. Apart from the aforementioned heated/cooled and powered seats, you also get cupholders, charging ports, cupholders and a 8-inch touchscreen. This centrally-mounted unit is just as slick to use as the one in the front and it controls several functions, along with the ability to play videos and games.
Seating is knees-up, but the third row is usable even for adults.
The third row, however, comes as a bit of a surprise. Considering the low seat, you’re sat in a knees-up position but space back here is genuinely usable for adults, with adequate headroom and kneeroom. Dedicated AC vents, cup holders and type C charging ports are useful inclusions and show that the rearmost seats aren’t simply an afterthought. Like in the middle, here too the large window and untinted rear windscreen lets in a considerable amount of heat.
420-litre boot can be expanded to a massive 1,076 litres by folding the third row; more room under the boot floor too.
Luggage space is another important consideration for a family focused car such as the Y L. With all three rows up, boot space is a respectable 420 litres which can be further expanded to a massive 1,076 litres by electronically folding the third row. Then there’s also a considerable amount of storage space under the boot floor and a properly usable 117-litre frunk. As such, the Y L remains practical despite the added seats. It’s worth noting though, there’s no spare wheel.
Practical cabin features a large storage box in the centre, cup holders, two wireless phone chargers, and space under the centre armrest.
Up front, the cabin retains Tesla’s familiar minimalist layout. A large central touchscreen dominates the dashboard, with very few physical controls to interrupt the clean design. This extended model gets a textured finish on top of the dashboard, but the overall layout remains largely unchanged. It also remains a practical place, with a large cubby space in the centre console, storage under the centre armrest, multiple cupholders and seat back pockets.
Model Y Features and Safety – 7/10
Y L gets a Sport drive mode and two settings for the new adaptive dampers.
Technology has always been central to Tesla’s appeal, and the Model Y L continues with that approach. Apart from the aforementioned 8-inch rear screen, the main party piece of this car is the central 16-inch touchscreen. This screen is easily one of the best in the business in terms of resolution and responsiveness.
16-inch touchscreen is one of the sharpest around and packs in the typical Tesla quirks and features.
The screen is slick and feature-packed, but the reliance on it for everyday functions remains a usability compromise. Adjusting climate settings and accessing basic vehicle functions like adjusting the mirrors and opening the frunk require navigating menus, which isn’t as intuitive as using dedicated switches. It looks modern and gives the cabin a clean appearance, but a little more emphasis on straightforward ergonomics wouldn’t hurt.
8-inch rear screen is just as slick and can bes used to play videos and control other functions.
But thankfully, you do get the Grok AI assistant as a part of the package which can pretty much do everything for you right from setting the AC, to setting the navigation, finding a charger and much more. It can converse in multiple languages and also constantly learns more about you, so it’s said to get more intuitive as you spend more time with it.
Other features include a panoramic glass roof, dual wireless phone chargers, multi-colour ambient lighting, a superb sounding audio system with 18 speakers and a subwoofer, heated/ventilated and powered front two rows of seats, heated third row seats, all LED lights and so much more. There’s also connected-car tech, and as with any Tesla it gets over-the-air updates, so the car is constantly improving without the need to visit a service centre.
Tinted glass roof helps the cabin feel airy but no sunshade means it heats up quickly as well.
Safety equipment includes nine airbags and a suite of driver-assistance features, including lane-departure warning, lane-keeping assist and blind-spot monitoring. The car also has high-resolution cameras all around it which provide a great view of the surroundings, although Tesla’s more advanced Autopilot capabilities remain absent in India.
The technology is impressive, but the screen-centric interface requires some acclimatisation. Some buyers may find the learning curve frustrating, especially while driving. But for the tech-savvy buyers the Y L is aimed at, they will find this approach very appealing.
Model Y Performance and Refinement – 9/10
Dual-motor, all-wheel-drive powertrain puts out over 500hp and does 0-100kph in a claimed 5 seconds.
The Model Y L is offered in India with a dual-motor all-wheel-drive setup, unlike the rear-wheel-drive only Model Y variants. Tesla does not officially list powertrain specifications, but it has an estimated combined system output of 514hp and 590Nm and the brand claims a 0-100kph time of 5 sec and a top speed of 201kph. We did a quick acceleration test and managed a 0-100kph time of 5.02sec, though we couldn’t test the top speed as our car was electronically limited to 120kph. For a family crossover which is estimated to weigh over two tonnes, the performance is properly brisk. Expectedly, acceleration feels very potent and as typical of any high-performance EV, the Model Y L pins you back into the seat. However, there is a certain progression to the power delivery and the added traction of the all wheel drive setup makes it feel manageable and not overwhelming. There’s also two drive modes, Chill and Sport, the latter of which is exclusive for the Y L. And they have a corresponding effect on the response of the powertrain, with Sport obviously feeling much more immediate.
The added performance also makes overtaking on highways and closing gaps in traffic particularly effortless, as is reflected in the rolling acceleration figures. 20-80kph takes 2.85sec while 40-100kph is dispatched in just 2.94sec.
As with the standard Model Y, the Model Y L also impresses with its refinement. The cabin is superbly insulated from the outside world, thanks in part to the double glazed windows, with barely any road, tyre and wind noise filtering through into the cabin.
Model Y Mileage / Range and Efficiency – 7/10
Tesla Supercharger is said to add up to 288km of range in 15 mins; has a WLTP-rated range of 681km.
Tesla claims a WLTP range of 681km, from the Model Y L’s 88kWh (estimated) NMC battery pack. That’s more than the standard RWD Model Y, for reference. It can also add up to 288km of range in 15 minutes when connected to a Tesla Supercharger, according to the company. Speaking of which, the electric crossover is capable of accepting up to 250kW on DC fast charging and 11kW on AC charging. As always, real world range will depend on driving conditions, speed, weather and other factors.
Model Y Ride Comfort and Handling – 7/10
Adaptive dampers and longer wheelbase does make the Y L feel more settlled than the standard Model Y.
The standard Model Y’s ride and handling package is competent, although its low-speed ride is noticeably firm, especially on uneven surfaces. Tesla has made changes to the L’s suspension, equipping it with adaptive dampers in a bid to improve comfort and body control.
This is a particularly relevant upgrade for a longer, heavier vehicle designed to carry more passengers. As with everything else, this is also controlled via the touchscreen with two settings available – Balanced and Rear Comfort. The latter softens things down and gives it a slightly plusher feel, while the former represents a good middle ground between ride comfort and handling. Even though the difference in the modes isn’t that great, the Y L does feel more composed over broken roads and avoids transmitting as much movement into the cabin as the Standard Model Y.
The longer wheelbase also helps the car feel a bit more settled at speed, although manoeuvring in confined spaces is more cumbersome, and this is particularly amplified thanks to the rather poor turning circle. Like the standard Model Y’s, the Y L’s steering is light and easy to use, but it isn’t particularly feelsome. There’s also three modes for the steering, which progressively add more weight. The handling too is more competent and predictable rather than entertaining. It doesn’t feel as agile as the Model Y but body movements do seem better controlled thanks to the adaptive dampers.
There’s two levels of regenerative braking – Standard and Reduced. Standard is the stronger setting and best for use in the city as it almost functions like a one-pedal mode while Reduced is for highway use as it allows for some coasting.
Model Y Value for Money – 7/10
The Model Y L is for those who want a spacious, quick, refined, and cutting-edge premium EV for the family.
Priced at Rs 61.99 lakh (ex-showroom), the Tesla Model Y L makes for a more compelling case than the standard Model Y despite costing 10 lakh more. It still costs a fair bit more than its most direct rivals, the BMW iX1 LWB and the BYD Sealion 7, but the Y L is more spacious with more seats. The Model Y L does have its compromises though. It’s over reliant on the touchscreen for even basic functions and the large glasshouse means the cabin heats up easily. The larger dimensions, poor turning circle, low ground clearance and long wheelbase also means it is more challenging to maneuver in the city and while parking.
But it brings a lot more to the table too. There’s more cabin space, the added versatility of a third row, a more potent dual-motor powertrain with all-wheel-drive and a higher claimed range as well. And it retains its strengths of being featured-packed, with excellent refinement and massive cargo space. Tesla says that buyers are now preferring to opt for the Y L over the Model Y considering all the additional things it brings, and that really doesn’t come as a surprise. So for buyers who want a spacious, quick, refined and cutting-edge electric crossover for the family, the Tesla Model Y L fits the bill perfectly.
2026 has revealed a change in how the Japanese treat our market. After years of being content to watch Indian competitors moving forward into more premium segments, the Japanese have finally realised that this is a space they can no longer ignore.
The world’s biggest two-wheeler manufacturer is leading this charge. Honda recently held a huge event in Delhi in July, where they revealed ten new premium two-wheelers for India. That event on its own was a good sign, but there was still the very real concern of what these products would be priced at. After all, Indian enthusiasts have been burned by unrealistic pricing from the Japanese far too many times in the past.
Thankfully, things seem different this time around. So far, Honda has already released prices for the Rebel 300 (Rs 2.22 lakh-2.62 lakh), ADV160 (Rs 1.7 lakh), the QC3 electric scooter (Rs 1.35 lakh), XR300L and XR300 Rally (Rs 1.83 lakh & Rs 2.08 lakh, respectively) and the CB500 (Rs 2.75 lakh-3.02 lakh). All these prices are very reasonable and are either directly comparable with rivals or are at a small but justifiable premium.
The best way to highlight this shift within Honda’s pricing strategy is to examine its own prices from a few years ago. The far superior Rebel 300 costs less today than the Rs 2.29 lakh price in 2022 for the now-discontinued CB300F.
Sure, the Rebel now benefits from a lower GST structure, but the opposite holds true for the Honda CB1000 Hornet SP, which is priced at Rs 13.29 lakh. In comparison, the older CB1000R cost Rs 14.46 lakh in 2019, and it had far less fancy equipment. With Honda’s big bikes, the main issue is no longer the price but the fact that many of them aren’t available half the time.
These new Hondas hold their own when compared with rivals as well. The new QC3 electric scooter is priced bang on par with equivalent rivals from Ather, Bajaj and TVS, and it will finally get Honda taken seriously in the EV space. The new CB500 is also priced Rs 10,000 lower than the top-spec Harley-Davidson X440 T, which is its closest rival.
Yamaha is another manufacturer that has started to take crucial steps ahead. The awfully overdue XSR155 was finally introduced to India late last year, the R2 was just launched, and the NMax 155 will be coming in next year as well. These are good moves, but Yamaha needs to do more to cater to Indian riders who want more than just 150-200cc products. Kawasaki has localised a handful of its small bikes and we hear Suzuki is in the process of improving localisation on some of its big bikes as well, which is welcome news.
None of these companies are taking these calls because they suddenly feel for the poor Indian motorcycle enthusiast who is crying out for more options. Those calls have gone unheeded for the better part of a decade.
The fact is that the Japanese (particularly Honda) are now seriously feeling the heat from local competition. Indian manufacturers (particularly TVS) have made massive gains over the last 5-10 years in all segments from scooters to EVs to premium motorcycles. Competition always benefits the customer, and it’s competition that we have to thank for this new enthusiasm shown by the Japanese towards the Indian market.
It’s here, finally. Almost three years after the very first Triumph 400s debuted (Speed and Scrambler X), we have a Bonneville for the class, and it’s looking to redraw the boundaries for the retros. However, the 350cc class is silently one of the fiercest segments in India, with Royal Enfield leading it, predominantly with the Classic 350. We have Honda trying to eat away at that dominance with the CB350 and Jawa with its 350, but sales-wise at least, Royal Enfield has so far remained unassailable. Can the Hinckley-based manufacturer finally make its Indian-UK counterpart feel the heat? Let’s see.
Triumph Bonneville T40 vs Rivals: Engine and output
Triumph is off to a great start
Triumph Bonneville T40
Royal Enfield Classic 350
Honda CB350C
Jawa 350
Engine
350cc, single-cylinder, liquid-cooled
349cc, single-cylinder, air-cooled
348.36cc, single-cylinder, air-cooled
334cc, single-cylinder, liquid-cooled
Power
29hp at 7,000rpm
20.2hp at 6,100rpm
21hp at 5,500rpm
22.57hp at 7,000rpm
Torque
31.2Nm at 5,500rpm
27Nm at 4,000rpm
29.5Nm at 3,000rpm
28.1Nm at 5,000rpm
Transmission
6-speed
5-speed
5-speed
6-speed
Power-to-weight ratio
148.72hp/tonne
103.59hp/tonne
113.28hp/tonne
116.53hp/tonne
Triumph is looking to distinguish the Bonneville T40 in every way possible, starting with the engine itself. Its 350cc unit is one of two liquid-cooled mills on the list. This bike also makes the most power and torque. The T40’s peak power is followed at a distance by the Jawa 350, and it’s the Honda CB350 that makes the nearest comparable amount of peak torque. Honda’s 348cc engine also delivers both power and torque much earlier in the rev range.
Triumph Bonneville T40 vs Rivals: Dimensions and weight
Honda strikes a fine balance
Triumph Bonneville T40
Royal Enfield Classic 350
Honda CB350C
Jawa 350
Fuel tank capacity
14.5 litres
13 litres
15.2 litres
13.2 litres
Ground clearance
165mm
170mm
165mm
178mm
Kerb weight
195kg
195kg
186kg
~193kg
Seat height
790mm
805mm
800mm
790mm
Wheelbase
1418mm
1390mm
1441mm
1449mm
In this section, the Honda CB350C immediately stands out because of its kerb weight. It is the lightest motorcycle in this comparison, and that’s despite being the heaviest version in the CB350 line-up; the CB350 weighs 181kg and the CB350RS 180kg. Yet, it has the largest fuel tank capacity, along with decent seat height and ground clearance. The T40’s second-shortest wheelbase should make it an agile bike, but it remains to be seen how it rides in the real world. The Classic 350 – with the shortest wheelbase – isn’t exactly known for its agility, not that it’s expected in this segment to begin with.
Please note that Jawa/Yezdi report dry weight on the website, so you’ll find the Jawa 350’s weight to be 184kg there, but with 90 percent fuel and other fluids, its kerb weight should be closer to the others in the list.
Triumph Bonneville T40 vs Rivals: Tyres, brakes and suspension
Old vs new retros
Triumph Bonneville T40
Royal Enfield Classic 350
Honda CB350C
Jawa 350
Tyres (F, R)
100/90-18, 150/70R17
100/90-19, 120/80-18
100/90-19, 130/70-18
100/90-18, 130/80-17
Brakes (F, R)
310mm disc, 255mm disc; dual-channel ABS
300mm disc, 270mm disc; dual-channel ABS
310mm disc, 240mm disc; dual-channel ABS
280mm disc, 240mm disc; dual-channel ABS
Suspension (F, R)
Telescopic fork, twin-shock
Telescopic fork, twin-shock
Telescopic fork, twin-shock
Telescopic fork, twin-shock
The differences are a bit confusing, mainly because there are barely any. The only major distinction among these four motorcycles is that two have a 19-inch front wheel, whereas the other two have an 18-inch one. The same goes for the rear wheel: two of them have an 18-inch unit, and the other two get a 17-inch one. Elsewhere, there are minor variations in the disc rotor sizes, but by and large, they fall in the same ballpark, all things considered.
Triumph Bonneville T40 vs Rivals: Features
Triumph’s biggest flaunt
The Bonneville T40 is the newest entrant in this retro segment, and that contrast is most visible in the features department. It offers ride-by-wire and a 4-inch TFT display with five ride modes (Eco, Road, Rain, Rider A and B), turn-by-turn navigation powered by Triumph, cornering ABS, traction control and cruise control, all as standard. For context, here’s what the second most feature-packed motorcycle, the Honda CB350C, offers: dual-channel ABS, a slip-and-assist clutch, Honda Selectable Torque Control (HSTC, traction control) and Honda RoadSync connectivity on the higher variants through the LCD screen.
Triumph has waited to debut a much-needed new instrument cluster with the Bonneville. It’s a decision you can raise questions about (like, why not on the Tracker 400?), but it’s a change that’s wholeheartedly welcomed nevertheless. If you prefer your retros to straddle the line between the old and new, the Bonneville T40 is hard to beat.
Triumph Bonneville T40 vs Rivals: Price
Most expensive modern classic
Triumph Bonneville T40
Royal Enfield Classic 350
Honda CB350C
Jawa 350
Price (ex-showroom)
Rs 2.80 lakh
Rs 1.89-2.26 lakh
Rs 2.00-2.04 lakh
Rs 2.11-2.21 lakh
Triumph is also the most expensive of the lot. An Indian-specific T4 has also been revealed at a lower price point of Rs 2.55 lakh, but that is still Rs 29,000 more expensive than the Classic 350’s top variant. If you find these to be too expensive and would rather have a more retro experience, Royal Enfield’s very own Bullet 350 starts at Rs 1.67 lakh and tops out at Rs 2.11 lakh.
Triumph’s own Speed T4 is the closest modern classic from the brand, coming in at a more palatable Rs 2.10 lakh, although it doesn’t have the decorated name. All things considered, the Bonneville’s arrival has been anticipated for quite a while, and it’s finally here, ready to swing. We now have to see how convincing its swing ends up being.
The Tata Tigor never quite made the impact the manufacturer hoped for in the compact sedan segment. Now, Tata has reworked it and given it a new identity as the Aeris, with a fresh design, a more upmarket cabin and a longer list of features. That alone makes the Aeris an interesting proposition, but there is another reason its arrival is well timed.
Tata has a CNG option in a market where demand for the fuel is growing rapidly, with CNG cars accounting for nearly 22 percent of passenger vehicle sales in FY2026, up from around 12-13 percent three years ago in FY2023. That gives the manufacturer an interesting opportunity, but the bigger question is whether the Aeris itself has enough going for it this time around.
Tata Aeris iCNG exterior design and engineering – 8/10
Looks more modern than the Tigor, but the Tiago influence is hard to miss
Save for the new bumper, the fascia is similar to the Tiago and looks very modern.
The Tata Aeris looks more modern and sleeker than the older Tigor, but there’s a strong sense of familiarity to its exterior design. It borrows several elements from the Tiago, giving the two cars a similar visual identity, but that also means the Aeris does not look particularly distinctive.
At the front, it gets slim LED headlights with integrated LED DRLs, joined by a gloss black trim, a design treatment that is very similar to the Tiago. What’s new is the front bumper with wider air inlets. It also features fog lamps that get an LED upgrade from the Tigor’s halogens. The Aeris also gets a new clamshell bonnet.
The wheel arch cladding adds contrast, but they make 14-inch wheels look undersized.
In profile, the iCNG gets the 14-inch stylised steel wheels which look undersized, particularly against the prominent wheel-arch cladding. The cladding is made from recycled materials and features a speckled texture. The use of chrome on the door handles and the window line further gives some contrast to the Aeris’ otherwise clean profile.
The Aeris retains the Tigor’s distinct coupe-like roof that flows into the tail. The rear features segmented LED taillights joined by red plastic trim, and new Aeris lettering on the centre of the tailgate. The rear bumper features a reverse light and has an overall clean design.
Tigor’s fastback-like sloping roofline is retained; new taillights make it appear larger.
The Aeris is 3,995mm long, 1,684mm wide and stands 1,532mm tall. It has a wheelbase of 2,450mm. These dimensions are similar to the older Tigor. While Tata has not quoted an official ground clearance figure, we found it adequate for broken roads and large speed breakers. All of this is expected to appeal to most buyers.
Tata Aeris iCNG interior space and comfort – 8/10
Lighter theme makes the cabin feel airy, and revised cushioning improves seat comfort
The dashboard looks minimalistic, and the lighter theme makes the cabin feel airy.
The Tata Aeris’ interior layout is the same as the Tiago and looks neat. The lighter beige theme makes the cabin feel airy. However, this same thing might make it difficult to keep the interior spick and span. The dashboard has a clean look, featuring two free-standing displays and a revised 2-spoke steering wheel.
The rotary dial does not have illuminated drive modes, but operating it is a breeze.
The manual variants feature a new, more premium-looking gear stalk, while the AMT variants get a cleaner-looking rotary drive selector with N (neutral), D (drive) and R (reverse) modes. The rotary dial does not feel finicky, and the modes switch seamlessly. One complaint, however, is that the drive modes (N, D and R) are not illuminated, which means you rely on the instrument cluster to know which mode is selected.
The Aeris gets floating door handles like on the Sierra, which feel sturdy.
The centre console has also been thoroughly redesigned for a cleaner look and a more practical application. It features two rubberised pads to keep phones, one of which gets wireless charging capability in the top-spec Accomplished trim. The centre console also features two cupholders and a leatherette-wrapped centre armrest which integrates a decent cubby space. The doors have floating-style handles integrated with the armrest, which feel sturdy.
Legroom and kneeroom won’t be an issue for most, but taller passengers could feel the headroom is tight.
The seats feature revised cushions and bolsters that have increased the overall comfort and are wrapped in a part leatherette upholstery that feels premium. The rear seats are comfortable as well and offer good legroom and kneeroom. The headroom, however, could be an issue for passengers over 6 feet tall. The rear passengers benefit from dedicated air vents and a 65-watt Type-C charger. These seats get fixed headrests.
Aeris CNG’s boot space figure is not revealed, but could be similar to the Tigor CNG’s 227-litre space.
The Aeris iCNG gets a dual-cylinder tank setup inside the boot, unlike its rivals that use a single CNG tank and are left with very little usable boot space. Despite the additional tank, the Aeris has enough room for a couple of backpacks and a small luggage bag. Tata also offers a 13-inch underbody-mounted spare wheel, which is more useful than a puncture repair kit.
Tata Aeris iCNG features and safety – 9/10
Gets a lot of modern-day features, some of which could have better integration
Segment-only ventilated seats cool effectively and mark a step up in the comfort quotient.
Like other Tata cars, the Aeris is filled with features to the brim. It debuts a front seat ventilation function for the compact sedan segment, which is offered with the Aeris’ top Accomplished trim. During our drive, the seat ventilation was very effective in cooling the cabin in Faridabad’s near 40deg ambient temperature. However, there’s no confirmation on the infotainment system or the driver’s display when the feature is engaged or the ventilation level is changed.
360-degree camera system has a crisp feed and can record the surroundings.
A 10.25-inch infotainment touchscreen is the same as before, which remains slick to use and has no lag even when browsing through multiple menus. The user interface (UI) is also easy to get used to. The Aeris continues with a 360-degree camera setup that is also lag-free and works well even in low-light conditions. Tata has added a new DVR feature, which allows the surround-view cameras to double up as a dashcam and record the surroundings of the car. These recordings can be stored and accessed either on the infotainment touchscreen or a USB drive, and can also be seen on a phone via a QR code.
The instrument cluster has a retro theme and displays all the important driving data, but the steering wheel’s tilt angle and the driver’s seating position sometimes obscure certain details. The steering wheel lacks the leatherette wrap offered with the Tigor, but feels nice to hold nevertheless. The wheel is now free of the Tigor’s scratch-prone gloss black trim and thankfully retains physical controls. It also gets cruise control, but only with the manual variants.
The wireless charger works well, but tends to make the phone hot during prolonged use.
The 4-speaker, 2-tweeter audio system is a step down from the Tigor’s 4-speaker, 4-tweeter setup, although sound quality is still good enough for the price. Certain features also could have been integrated better. The wireless charging pad can also heat up phones, particularly during extended use. Cooling vents near the pad could have fixed the issue. The infotainment system switches to the blind-spot monitor every time the indicators are used, which can be annoying when following navigation. The rear seats also lack pressure sensors, so the seatbelt warning continues to chime until the belts are fastened.
Standard safety features include 6 airbags, ISOFIX child seat anchorages on the rear seats, rear parking sensors and 3-point seatbelts with reminders on all seats. Higher variants equip the Aeris with a 360-degree camera, a day/night inside rearview mirror (IRVM), rain-sensing wipers, rear defogger, a tyre pressure monitoring system (TPMS) and ESP with traction control. The pre-facelift Tigor received a four-star rating from Global NCAP in 2020, but the Aeris has yet to be tested by Bharat NCAP.
Tata Aeris iCNG performance and refinement – 6/10
Performance in the city is adequate, but it feels out of breath if pushed hard
The 3-cylinder engine is not the smoothest in the segment and the NVH levels are also not the best.
The Tata Aeris continues with the Tigor’s 1.2-litre, three-cylinder naturally aspirated engine, producing 76hp and 97Nm in CNG guise. It is offered with a five-speed manual and a five-speed AMT, and we drove the latter.
At city speeds, the engine has enough performance to keep up with traffic, but the CNG-AMT combination is not particularly responsive. There is a noticeable pause between pressing the accelerator and the powertrain responding, which becomes more evident when you need to accelerate quickly.
Performance is adequate in the city, but it feels out of breath during overtakes.
The AMT also makes starts from standstill quite jerky, which can get tiresome in stop-and-go traffic. Once up to speed, however, the Aeris settles into a relaxed rhythm and is comfortable enough when driven at a steady pace. The AMT also gets paddle shifters for manual gear changes, which are useful when you want more control over the gearbox, particularly during overtakes.
On the highway, the lack of response is more noticeable, particularly when overtaking. The Aeris can maintain triple-digit speeds, but building speed takes time, and overtaking requires some planning. The rotary gear selector itself, however, as mentioned above, is neat and easy to use.
As you start driving, the vibrations from the 3-cylinder engine are ironed out till you reach 2,500rpm.
Refinement is another weak point. Refinement is another weak point. The engine feels generally smooth when driven gently, but above 2,500rpm, engine noise and vibrations become quite pronounced. Wind and road noise insulation isn’t particularly strong either, so the cabin gets fairly noisy at higher speeds.
Tata Aeris iCNG ride comfort and handling – 8/10
Has a commendable ride quality for a sedan on both rough roads and highways
Like other Tata cars, the suspension is well tuned to Indian conditions.
The Aeris is particularly impressive over poor roads. The suspension does a good job of absorbing broken surfaces and larger bumps without unsettling the car, while the ground clearance is adequate for tackling rough roads and large speed breakers. Despite being a sedan, it does not feel particularly vulnerable to bad roads.
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 is also nice to hold and offers decent feedback, although there is some vagueness around the centre that takes away a little from the confidence.
Tata Aeris iCNG mileage and efficiency
We expect it to offer a real-world mileage in the 25-30km/kg range
It kills the ignition whenever the fuel lid is opened, offering a layer of safety while filling fuel.
While we haven’t put the Aeris iCNG through our full test yet, its CNG powertrain should make it considerably more economical to run than the petrol version. Tata is yet to reveal an official efficiency figure, but we expect real-world mileage to be in the 25-30km/kg range. We’ll bring you our tested mileage figures once we put the Aeris iCNG through our standardised test procedures.
Tata Aeris iCNG value for money – 8/10
CNG buyers don’t have to compromise on features, but the AMT isn’t ideal
The Aeris CNG offers good value, but AMT should be chosen only if city driving is a priority.
The Aeris, priced from Rs 5.70 lakh to Rs 9.10 lakh (ex-showroom), is a more convincing compact sedan than the Tigor ever was. Its modern design, well-equipped cabin, comfortable ride and, most importantly, useful boot space despite the CNG setup give it plenty going for it. The fact that Tata offers the CNG powertrain with higher-spec variants also means buyers don’t have to sacrifice features for lower running costs.
The CNG-AMT powertrain, however, takes some shine off the package. The slow responses, jerky starts and excessive NVH at higher revs make it better suited to relaxed city driving than frequent highway use. Even so, for buyers looking for a practical and well-equipped CNG sedan, the Aeris does make a stronger case than its predecessor and even against its rivals.
In the previous issue (August 2026), you saw the Skoda Kylaq take on the familiarity of India, the hills and traditions of Nepal, and the variety of China through Tibet’s gorgeous but bone-shaking terrain, followed by the sensory overload of food and culture. Now, it was time for a fresh experience through Central Asia on the ancient Silk Route, subsequently entering Europe towards our final destination.
Kyrgyzstan – Uzbekistan – Kazakhstan
Kyrgyzstan
The Kylaq had everyone turning heads.
Crossing the Chinese border into Kyrgyzstan was like crossing into a different world. The differences are immediate, right from the signage, fonts and faces to the sights, terrain and traffic. Being a landlocked country peppered with alpine mountains, one doesn’t need to go far to experience what Kyrgyzstan has to offer. As you drive through the ribbon of tarmac between the peaks, you realise why it is called the “Switzerland of Asia”.
A roughly 400km drive to our first halt in Naryn was smooth sailing. However, the chilly weather was a far cry from the piercing heat of China. We pulled out our jackets that were buried deep in our bags and made a beeline the next day for the capital city of Bishkek. The roads are a driver’s delight, and while there aren’t many sights to stop and admire, the Orto-Tokoy Reservoir made for a stunning photo-op.
Kyrgyzstan in numbers
Torgart – Uzbek border
Distance covered
1,321km
Fuel consumed
126.49 litres
Average fuel economy
10.44kpl
Approx. fuel cost
Rs 11,727
Avg. per-litre fuel cost
Rs 92.58
Total time driven
34hrs 23min
Average speed
38.4kph
From Bishkek, we headed to Osh, which is also known as the capital of the south and is the oldest city in Kyrgyzstan. Walking through the Jayma Bazaar in the city centre, you may get a bit of celebrity treatment, as the locals aren’t used to having many tourists just walking through. Some playful heckling and wide smiles add to the overall experience.
Chorsu Bazaar is a one-stop shop for everything in Tashkent.
What the market offers is mounds of kurut, a snack made from curdled milk or oghurt, salted and then hardened. The best part is its extended shelf life without needing a refrigerator. We packed some with the hope of eating it at home, knowing fully well that it would vanish by the next town.
From Osh, we would be exiting the stunning valleys and terrain of Kyrgyzstan and entering the city of Fergana in Uzbekistan.
Uzbekistan
Registan Square in Samarkand is breathtaking from every angle.
Like Kyrgyzstan, Uzbekistan also has its own personality. While there are similarities in the faces and fashion, the city of Fergana has a tinge of European infrastructure. Roads are lined with trees and patir shops – flatbread made from butter or lamb fat, with intricate detailing and some sesame seeds sprinkled on top. It’s pretty enough to dissuade you from eating it, but tastes like something that would go extremely well with a cup of chai.
Uzbekistan in numbers
Kyrgyz-Uzbek border – Turkistan
Distance covered
1,257km
Fuel consumed
81.74 litres
Average fuel economy
15.37kpl
Approx. fuel cost
Rs 9,800
Avg. per-litre fuel cost
Rs 120
Total time driven
27hrs 5mins
Average speed
46.4kph
What is also fascinating is the number of old Soviet-era cars still running on the highways with no fuss. We shared road space with old Ladas crammed with luggage inside and on the roof. Over the smooth highways of Uzbekistan, the Kylaq had an easy run, allowing us to focus on the sights around us.
From Fergana, we headed to the capital city of Tashkent. A properly modern metropolis with high-end malls and low-slung supercars, parks, walkways and everything you expect from a big city. So, to get a taste of age-old tradition, we ventured towards Samarkand, which used to be a major trading hub on the Silk Route.
The Shah-i-Zinda ensemble has 11 mausoleums with incredibly detailed azure and turquoise tiles.
Entering Samarkand, you almost feel the tradition in the air. Years of cross-cultural civilisation have made it a stunning destination to get a glimpse of history, and it is unlike any other Western or Eastern city. The highlight here, of course, is the Bibi-Khanym Mosque in the Registan ensemble. Turquoise domes kissing the sky, with walls adorned with hand-carved artistry, are nothing short of breathtaking.
You can walk through the corridors and the square innumerable times, and each time, you will gasp at the sheer detail and effort. And to think it was built as far back as the 15th century. Magnificent is an understatement.
After soaking in the stunning detail, we headed back to Tashkent and straight to the equally fascinating Chorsu Bazaar. What looks like an IMAX dome on the outside is a full-fledged one-stop shop on the inside. Teas, dry fruits or even a leg of lamb, you can get it all here.
Uzbekistan’s market is nothing short of paradise for tea lovers.
After a long walk that ended with bags of tea and dehydrated kiwis, we headed for Uzbekistan’s pièce de résistance: the famous plov. Like a biryani, but made with different spices, and if you want to go heavy on culture, you can have one with horse meat, too. Some bravehearts did try it and resorted to chicken or lamb, but it did offer the lost taste of biryani and got us homesick in the first bite.
Massive dome known as a kazan used to make the famous Uzbek plov.
After days of driving through mountains and around lakes, and walking through corridors that were once at the peak of world trade, our next adventure would take us to the Great Steppe of Kazakhstan.
Kazakhstan
The Great Steppe in Kazakhstan feels like driving on an endless treadmill.
Crossing from Turkmenistan after vigorous checks, Kazakhstan feels almost desolate. Arrow-straight highways for kilometres, between acres of flat land with nothing on the horizon. We were driving through green pastures that would turn into brown, dried patches before turning green again, kilometre after kilometre.
The Great Steppe, while stunning in size, is also a bit monotonous when you’re driving through it for days. The only respite would be a herd of double-humped Bactrian camels, cooling off at a nearby pond and often curious to know what a cherry-red Kylaq was doing in the middle of Kazakhstan.
At Rs 58.17 per litre, Kazakhstan offered the lowest fuel price of the entire drive.
An interesting stop between Turkistan and Aral is the Baikonur Cosmodrome, which is the world’s first and largest operational space launch facility. However, thanks to the endless highways through Aral, Aktobe and Atyrau, we only got to test the Kylaq’s wheel alignment and its highway stability more than we would have liked.
Baikonur Cosmodrome – the world’s first, largest and operational space launch facility.
The mighty Stans were all about breathtaking sights, warm people and mouth-watering cuisine. The region still feels unadulterated, and that itself is what makes it special.
Kazakhstan in numbers
Turkistan – Kazakh-Russia border
Distance covered
3,237km
Fuel consumed
229.52 litres
Average fuel economy
14.10kpl
Approx. fuel cost
Rs 13,325
Avg. per-litre fuel cost
Rs 58.17
Total time driven
42 hrs
Average speed
77.1kph
Georgia – The Birthplace of Wine
Compared to the vast landscapes and long highways of the Stans, Georgia was a contradiction. Based within the Caucasus Mountains, it has its share of twisties, which the Kylaq enjoyed. But the capital, Tbilisi, is the largest city and thereby pretty chaotic to drive in. Peak-hour traffic is just like what you would have in India, so we parked the car in a worryingly narrow alleyway and, for the most part, made our way on foot.
Huge statue of the founder of Tbilisi King Vakhtang I Gorgasali.
Like any big city, Tbilisi has its modern side, with glass buildings and modern restaurants, but there is still a large section that is rooted in tradition. Cobblestone streets with wooden houses and sulphur baths are a fascinating experience, as is the fantastic view from near the monument of King Vakhtang Gorgasali, the founder of Tbilisi.
The monument itself is a striking bronze equestrian statue located on a rocky cliff above the Mtkvari River, next to the historic Metekhi Church in Tbilisi, Georgia. But Georgia is known to be the birthplace of wine, and on our drive to Tbilisi, we spotted several vineyards sprawling for acres. We had to get a closer look, and thankfully, our guide’s friend owned one of them.
Georgian wine fermented in clay jars buried in the ground.
The Georgians still use the ancient process of fermenting wine in barrels under the floor, but have now blended it with modern technology that allows them to control the temperature and get a more consistent batch each time. Wine connoisseur or not, the experience is enthralling.
Khachapuri (flatbread with cheese and egg) is Georgia’s national snack.
The city tour built up an appetite, and we followed the scent of fresh bread for some authentic khachapuri. A Georgian flatbread that is hollowed out in the centre and filled with cheese, khachapuri varies depending on the region you’re in. You can have it with an egg cracked into it or with meat, too.
Coastal city of Batumi is a stark contrast of Tbilisi.
With sightseeing done, we drove the next day to the coastal city of Batumi. A vibrant, modern city with a lot more European influence. However, if the roads in Tbilisi were narrow, Batumi was on another level. Despite the compact dimensions of the Kylaq, our hotel parking was a sidewalk cordoned off by the hotel manager, as there simply was no space to park.
14th-century Gergeti Trinity Church has stunning views of the Caucasus Mountains.
Still, we made the most of it by strolling by the shore of the Black Sea, watching the locals angling for fish. Georgia, just like the Stans, offered a unique glimpse into this part of the world and its diverse culture. For our final stretch before Europe, we had one last country to drive through – the colourful Türkiye.
Georgia in numbers
Tbilisi – Türkiye border
Distance covered
624km
Fuel consumed
58.62 litres
Average fuel economy
10.64kpl
Approx. fuel cost
Rs 7,607
Avg. per-litre fuel cost
Rs 129.78
Total time driven
17.5hrs
Average speed
58.5kph
Türkiye – Gateway to Europe
Cappadocia’s claim to fame is well worth the hype.
As the Kylaq crossed into Türkiye, our first stop was in Erzurum. A major winter sports town, but thanks to the time of year, our ski resort was bright, sunny and without an ounce of snow. A quick stroll through the small town and we hit the sack in preparation for a 700km-plus drive to the tourist haven that is Cappadocia.
The next morning, the plan was to do what you must do in Türkiye – take a hot-air-balloon ride. A pre-dawn wake-up call is never comfortable, but the peace was soon shattered by the sound of a group of old diesel Land Rover Defenders revving to keep themselves warm while they waited to transfer tourists to the balloon launch site. The balloon ride is arguably the largest tourist attraction in Türkiye, so there was quite the rush.
We, too, loaded up the Kylaq and hit the road to get the perfect shot of the sun coming up over the hills while the sky was filled with balloons. And boy, did we get it. As the orange tinge hit the fairy chimneys, we saw what the hype was about. The visual is nothing like you have ever seen: watching one colourful hot-air balloon is rare, and here there were over a hundred. We shot GBs worth of images and videos and got back to catch up on the broken sleep from earlier.
Türkiye in numbers
Erzurum – Bulgaria border
Distance covered
1,436km
Fuel consumed
98.1 litres
Average fuel economy
14.63kpl
Approx. fuel cost
17,187
Avg. per-litre fuel cost
Rs 134.19
Total time driven
19.5 hrs
Average speed
73.64kph
A relaxing drive the next day got us to Istanbul, which, to some, might seem like the capital thanks to its bustling character – a glimpse of which we got as we got closer. A traffic jam stretching for more than a couple of kilometres brought the Kylaq to crawling speeds. To avoid the repercussions of driving next to hasty cab drivers, we parked the Kylaq and headed to check out the nightlife, but more importantly, the döner kebab.
Exceptional interiors and an unbelievable calm in Istanbul.
Similar to a shawarma, the döner kebab consists of a pile of meat that is cooked on a rotisserie over a flame. The dripping fat is mopped up by pita bread, which is then loaded with the sliced meat and seasonings. After a long walk through the Grand Bazaar, haggling for a fake Rolex, the döner becomes almost a necessity.
What’s also equally stunning is the Blue Mosque. Known formally as the Sultan Ahmed Mosque, it was constructed between 1609 and 1617 in the Ottoman era by Ahmed I. To get the entire mosque in frame, you need to fall back to the Hagia Sophia Mosque, which is in the same vicinity. Both equally grand, equally detailed and equally important.
The Blue Mosque, built in the Ottoman era, is majestic.
To explore more of Türkiye, we got back into the Kylaq and realised there was a bridge that is unlike any other in the world. The Bosphorus Bridge is located over the Bosphorus Strait, but its claim to fame is that it, quite literally, has one end in Asia and one end in Europe. You can cross the bridge in about two minutes, depending on traffic, but the sense that you can practically drive over from Asia into Europe before you can finish watching a reel is unreal.
Angling over the Bosphorus strait is a common hobby.
Europe – Home Stretch
Bulgaria – Romania – Hungary – Slovakia – Prague
The end of our incredible Pune-to-Prague drive was now a matter of days away. After over two months on the road, we were a couple of thousand kilometres away from the finish line. The excitement that had tapered off midway was back in full force.
We would be entering Europe through Bulgaria, and the border, as expected, was busy. Documentation, carnets, passports, stringent car checks and some explaining later, we were finally in.
Monument of the Holy Mother of God in Haskovo.
Haskovo is a quaint town with a slow pace and none of the bustle of a European city, but it boasts a Guinness record for having the towering Monument of the Holy Mother of God, the tallest statue of the Virgin Mary and Baby Jesus in the world. Naturally, we had to check it out before we headed further.
Crossing countries in Europe is the equivalent of crossing states in India. There are no significant border checks or passport-control booths. A board with the blue EU flag and the name of the country is all you will see.
Romania’s Arcul de Triumf an ode to the one in Paris.
We crossed into Romania rather unassumingly and headed for Bucharest. The capital is picturesque and is also colloquially known as “Little Paris”. Like the Arc de Triomphe in Paris, Romania too has its own version. A tad smaller in comparison, but just as iconic.
However, what takes the cake is the Parliament Building, formally known as the Palace of the Parliament, which is also the heaviest building in the world, standing at approximately a ridiculous 4,098,500 tonnes. We couldn’t verify that, but since the Kylaq looked like a mere speck in front of it, it was all the proof we needed.
Bran Castle is widely marketed as Dracula’s home.
Bucharest also has a thriving nightlife, with the quiet cobbled streets turning into party hubs post-sunset. As we headed towards Hungary, we couldn’t help but make a stop at Bran Castle. Despite the myth that it was once home to the famous Dracula, there is nothing but merchandise at the foot of the castle to prove that claim. Historians have dismissed the claim and, while it is fascinating, there is plenty of evidence against it. Still, that did not stop us from buying some fake vampire teeth and Dracula magnets.
Vignette is Europe’s FASTag and is essential on the freeways.
From the shores of the Black Sea, we drove into landlocked Hungary. The drive to Budapest was long, but thanks to Europe’s seamless highways, it was light work for the Kylaq. In Europe, it just blended in with the other cars, and at no point did it feel out of place. It might have been built in India, but it felt every bit as European as it got closer to Prague.
Budapest’s Parliament Building sits by the banks of the Danube River.
As we drove by the banks of the Danube, we were in awe of the stunning Hungarian Parliament Building. Budapest is also known for its bridges, with as many as 13 iconic ones, each with its own identity.
St. Stephen’s Basilica is the largest church in Budapest.
The last country before we entered the Czech Republic was Slovakia. The small country, with a quarter of the population of Mumbai, has a rather interesting Indian connection, as we found out in the pedestrian-only zone of its capital, Bratislava. Bratislava was visited by Pt. Jawaharlal Nehru in 1938, along with a young Indira Gandhi, regarding the freedom movement under British rule.
Bratislava Castle, built in the 13th century on the banks of the Danube, is now a museum.
The town square is also an open market with rich produce, handmade jewellery and a lot more. After buying the last few souvenirs before our bags exploded, we were set for the home stretch.
Prague boards were the beginning of a bittersweet end.
Prague was no more than 200-odd kilometres away, and the bittersweet feeling of it all coming to an end loomed over each and every one of us. As we crossed Brno and got closer to Mlada Boleslav (Skoda’s headquarters), we all reminisced about how gigantic this drive had been. Seventy days, almost 20,000km and not a single fault with the car, not even a puncture.
Rich history of rally and motorsport at the Skoda museum.
We crossed the Skoda factory gates with employees gazing in amusement and confusion. They had never seen this car, but strangely, it had a Skoda logo. As we parked the car near the iconic museum that preserves over 130 years of history, we had to peek in and see where it all started.
The fact that a simple bicycle gave birth to one of the largest auto manufacturers in the world is pretty astonishing. Road cars, racing cars and rally legends, Skoda has done it all. A reputation built over a century for being tough, resilient and deeply desirable.
Watching the Indian-made Kylaq sitting proud and faultless in the gleaming sunlight against the backdrop of Prague Castle, looking exactly like it did on the factory floor in Chakan, only proves that the 130-year-old ethos is still the same, no matter where Skoda builds a car.
The final picture in the camera that will always take us back in time
In a world rapidly shifting towards more screens and fewer experiences, a drive like P2P isn’t just a rarity; it’s a statement of defiance: as long as there’s a world to explore, we will find a way to drive across it.
There are road trips, there are overland expeditions, and then there are journeys that become conversations with continents. This one starts in the industrial heart of Maharashtra, inside Skoda India’s sprawling Chakan facility. The end point lies nearly 20,000 kilometres away at Skoda Auto’s headquarters near Prague in Mladá Boleslav, Czech Republic, where bicycles evolved into automobiles and a 130-year-old story continues to be written.
Between these two factories lie thirteen countries, four major mountain ranges, countless cuisines, dozens of languages and enough history to fill libraries.
Our companion? Not a flagship SUV or a luxury grand tourer, but Skoda’s smallest SUV – the Kylaq, which recently celebrated its one-year anniversary. Driving it from Pune to Prague is a tall order, but surviving one year in India and being accepted with flying colours is enough cred one needs to take on the world.
India – Home Turf
Witnessing the Kylaq’s birth added more responsibility.
On a cross-country road trip, you’d imagine the home country would be the easiest leg. With India, it was the opposite. To some, it’s organised chaos, but honestly, it’s anything but organised. Erratic traffic, erratic egos, and road conditions fit only for a Mars rover – India was the biggest challenge on the drive from Pune to Prague. As the odometer ticked over its first kilometre, right outside the gate of Skoda’s Chakan plant, a blood-red PMPML bus was ready to trade paint with the cherry-red Kylaq. A dinged-up Kylaq parked on the streets of Prague wouldn’t be a good look, so it was imperative that I babysit this compact SUV like a million-dollar supercar. Having watched the car being assembled on the factory floor, from bare bones to the finished package, only added to the emotion – driving it in traffic felt like walking a toddler across a football field. Eyes wide open, ready to block any attack.
446-litre boot packed to the brim for 70 days on the road.
We got onto the Pune expressway and then crossed the Atal Setu in Mumbai, the longest sea bridge on the entire journey. Mumbai was home, both to me and to the Autocar India office, so after a few greetings from co-workers and the obligatory photos, we headed towards our first state crossing. The infamous Western Express Highway that leads out of Mumbai lived up to its reputation, but with a little anxiety, panic and a few expletives, we made it onto the national highway.
No telling what you’d spot on Indian highways.
The first of countless food stops was Hotel Ahura, renowned for its akuri and kheema. Needless to say, we carb-loaded to the max and made a beeline for Vadodara.
Pune-Birgunj in numbers
Distance covered
2,487km
Fuel consumed
234.46 litres
Average fuel economy
10.62kpl
Approximate fuel cost
Rs 23,629
Average per-litre fuel cost
Rs 100.87
Total time driven
55hrs 20min
Average speed
44.95kph
Crossing into Gujarat, the Kylaq could finally stretch its legs and spool up that turbo on the state’s spotless highways. The stability and effortless cruising were a welcome relief, since the bulk of the kilometres on this drive would be covered on long, open highways. Gujarat was a short stint – we made only an overnight halt in Vadodara before slipping out ahead of the morning traffic. The drive into Rajasthan was seamless, and Udaipur greeted us with a mix of heat and traffic. The City of Lakes is worth taking the time to explore, but a late arrival and early morning departure left us with just enough time to grab a traditional meal. All that driving had built up an appetite, so we put it to a vote between a massive vegetarian thali and laal maas – the latter won by a landslide. From the City of Lakes, we headed to Jaipur, the Pink City: just as picturesque as Udaipur, and just as colourful and chaotic. The sun setting over the beautiful Amer Fort made for a cracking backdrop, and a few glimpses of the Jal Mahal on the way back were a treat too. The iconic Hawa Mahal, with its 953 windows, never fails to amuse, but getting a photo of the five-storey icon without a chorus of honks is next to impossible. The next morning, after threading through Jaipur’s narrow lanes, we made it back onto the highway, heading for Agra.
Iconic Hawa Mahal ought to be seen first-hand.
Agra is synonymous with the Taj Mahal, but the Agra Fort – from which you can see the Taj in the distance – is just as mesmerising. The detailing and architecture are second to none, and you could spend hours walking through its courtyards and passages, taking endless pictures. We, of course, also made it to the Taj itself, amid the hordes of tourists, if only to avoid the guilt of visiting Agra without a shot of the world-famous white dome. Tourism done, it was time for some petha – though the lanes near the petha shops seemed to be the exact width of the Kylaq, and that’s where peak anxiety set in. We got out of the mess, walked around the car to check for scratches and scribbles, and sighed in relief. India was adding to the tension, and we were barely halfway through it.
Agra’s narrow lanes were a nightmare to drive through.
Our next stop from Agra was foodie heaven – Lucknow. The biryanis, kebabs, and tandoors were exactly what we expected, and exactly what Lucknow delivered. Finding your way here is easy – you could do it blindfolded, following the smoke and sizzle to wherever you need to be. Tunday Kababi is a must, and after a heap of biryani laced with kebabs, a long walk through the countless chikankari shops helps burn off some of the calories.
Lucknow’s Tunday Kababi still has us drooling over Galouti kebabs.
We were closing in on the end of the India leg, with one last stop in Gorakhpur before the Nepal border. To celebrate, a group of Skoda owners, officially known as the ‘Fans of Skoda’ joined us for a celebratory convoy as we drove out – everything from Octavia RS models to Kodiaqs and Kushaqs turned up as a send-off before we went international. The loud, chaotic border towns past Gorakhpur delivered one final challenge as we exited through Raxaul.
Final stretch before the Kylaq left India for the first time.
The India-Nepal border is still raw and basic, with none of the high-tech systems you might expect. A drive of this scale comes with a mountain of paperwork – visas, carnets, insurance, and more – and sifting through all of it manually takes a while. After a gruelling five hours, the Kylaq crossed out of India for the very first time.
Nepal – Old World Charm
Nepal’s state highways give Indian roads a run for their money.
If the Indian side of the border was old-school, Nepal’s immigration post is almost antique. Drive past it, and you’d likely miss it altogether – the only tell-tale sign is a simple gate with ‘Immigration Office’ hand-painted on it. This humble-looking house is, in fact, the immigration office, where, just like on the Indian side, every check is done manually. Fine print, identity proofs, and everything in between were checked meticulously before we were welcomed into Birgunj. Our main draw in Nepal was the bustling capital, Kathmandu, but there were magnificent stops along the way, starting with Chitwan National Park. Home to nearly 700 one-horned rhinos, the park also shelters elephants, Bengal tigers, cobras, the elusive gharial, and abundant flora. The Kylaq would have been fun to explore it in, but we opted for the park’s safari vehicle to relax and take in the surroundings. Paddling a beaten-up wooden kayak past crocodiles and snakes adds a rush, but it’s nothing compared to a rhino staring you down in all its magnificence. The park gave us a welcome break from long hours behind the wheel.
Lumbini is home to 32 unique styles of monasteries.
Next was Lumbini, a spiritual haven and, more importantly, the birthplace of Siddhartha Gautama (Lord Buddha) around 563 BC. Its fascinating monastic zone showcases monasteries built by Buddhist nations from around the world, each reflecting its own culture through design and architecture – a remarkable collection of temples spanning diverse traditions. The feeling of peace there was unlike anything I’d experienced, but it was soon disrupted by the road to Pokhara.
Lumbini provided a moment of calm through the chaos.
Mountain passes are notorious for destroying Google’s ETAs – landslides, breakdowns, and deteriorating roads mean a stretch that should take an hour could take five, depending on your luck. We braced for traffic and drove straight into a landslide clearing. A two-hour wait meant the sun was setting as we rolled into the quaint town of Pokhara. Bustling with cafés and pop culture, it felt like a mini Kathmandu, but with the stunning Phewa Lake turning orange at sunset. The calm that began in Chitwan came full circle on the shores of Phewa Lake.
Chitwan is home to the gharial and over 700 one-horned rhinos.
Kathmandu, though, was a different animal entirely – every bit a capital city, and a world away from the slow pace of Chitwan or Lumbini. The music is loud, the traffic is hectic, and the city is anything but quiet. Ironically, the only quiet things on the road are the cars – China’s dominance in Nepal is stark, with three in five cars on the road being Chinese EVs. Geely, BYD, and GWM rule the market, with only a handful of Hyundais and Kias as competition.
Authorities were always curious thanks to Indian number plates.
The party scene rules Kathmandu too. At night, the city comes alive as a hub for tourists from around the world. Hiking gear and North Face apparel go for a fraction of the price – and, often, a fraction of the quality – alongside quirky masks and fridge magnets at every tourist stop. Spend a little more time, though, and you’ll find excellent coffee shops and the famous Thakali thali: thick buckwheat porridge with salads, meat, and plenty of flavour. Good thing too, since walking through Durbar Square works up quite an appetite. Partly destroyed by the devastating 2015 earthquakes, the temples have since been restored to their former glory, though you can still spot the scars in a few bent pillars and roofs. It’s a culture and tradition worth preserving, and Nepal deserves credit for doing exactly that.
Birgunj-Sino-Nepal Border in numbers
Distance covered
922km
Fuel consumed
115.96 litres
Average fuel economy
7.13kpl
Approximate fuel cost
Rs 15,846
Average per-litre fuel cost
Rs 136.65
Total time driven
34hrs 25min
Average speed
27kph
With Kathmandu explored, we headed towards our second border crossing – and this one was far more intense. Once we left Kathmandu, we left the tarmac behind too. Muddy back roads, still wet from the previous night’s rain, meant slush and a constant need for 4WD. Even so, though packed to the brim with luggage, the Kylaq stayed light enough and had enough clearance to pick its way around the mud on the approach to the Rasuwa Bridge. From there, you can see the Chinese immigration building towering over everything around it. With the Kylaq thrumming with excitement, we crossed into Tibet – the roof of the world.
Tibet/China – Roof of the World
China’s border crossing is as imposing as it gets.
Crossing into Tibet felt like crossing into the future. For a region tucked deep into the mountains, it’s exceptionally developed – the roads are smooth and well-signed from the moment you cross the bridge, barely a hundred metres before the immigration office. In China, we weren’t taking any chances, knowing any misstep here could jeopardise the rest of the journey. After answering the customs officers honestly – and impressing them with the scale of the Kylaq’s challenge – we entered the lovely town of Gyirong. Old Chinese architecture, plenty of red, and signboards we couldn’t quite read were early signs that we really were in a different world now. Nepal had shared plenty with India – the cars, the food, the roads – but China felt entirely its own. We thought we’d seen our share of speed cameras, but China put us to shame – they appear every 50 metres or so, complete with flashes. There’s simply no room for error, and you’re monitored everywhere you go – aneerie feeling that takes some getting used to. Another non-negotiable is to obtain a special driving licence for every person that will be driving and a China-specific number plate, which you have to place on your dashboard so the cameras can pick up any infringements. A regular India-style RTO office with long queues and a lack of urgency got us homesick for a bit.
Local license and registration are non-negotiables in China.
A few mugs of hot ginger-lemon tea eased us into the chill, and we set off for Mount Everest Base Camp. High altitudes are usually punishing for small-capacity engines, but thanks to its turbocharged engine, the Kylaq barely broke a sweat, buzzing through the passes. Its 6-speed automatic had been a great convenience through the chaos of India and Nepal, but the winding mountain roads and immaculate tarmac meant I could switch to manual and take control via the paddle shifters. Paddle-shift response is often sluggish, but not here – the shifts were quick, and the taut suspension held its ground even through tight hairpins.
Everest hove into view long before we made it to base camp.
It made for a great drive and great footage, right up until we spotted the peak in the distance. Even from afar, Everest is breathtaking, and mercifully the clouds stayed clear as we got closer. You can’t take a car near base camp itself – a one-hour bus ride covers that final stretch. It’s strange how you lose your breath as you approach Everest – partly the thin air and altitude, but you’d lose it all the same just from the view. Words don’t do it justice, and don’t be surprised if you shed a tear or two – it’s overwhelming.
Stunning Potala Palace; once home to the Dalai Lamas.
With Everest ticked off, it was time to take on China’s vastness. We headed to Lhasa, the spiritual capital of Tibet, home to the grand Potala Palace. Once home to monks and lamas, this stunning palace holds incredible history and artefacts – spiritual or not, its significance to the country’s history is unmistakable. The drive kept revealing itself through unique food, dialects, faces, and even geography. One day we were freezing thousands of feet above sea level; days later, in Turpan, we were below sea level in blistering heat. From boiling hotpots to grocery-store instant noodles, China pushed us well outside our comfort zone, and the Kylaq wasn’t spared either.
L: From EBC’s high to Turpan Depression’s low – Jay was at 154m below sea level here. R: Street food in China not for the faint-hearted.
Two full days on the way to Golmud were entirely off-road, taking over 13 hours of driving, with our average speed dropping to 18kph as the Kylaq waded through water up to its bonnet and emerged without complaint.
In China, you get perfect roads or, simply, no roads.
A stretch that would have broken most cars left the Kylaq unscathed. China hit hard, but the Kylaq hit back harder. From day one, it had faced challenge after challenge, and from day one, it had come out on top. Three countries in, it still carried the same zeal it started with – and while we were rattled, it stood strong each night, ready for the next day.
Aprilia has launched the SXR GT range, a repositioned version of its SXR maxi-scooter lineup with some notable updates. The SXR 125 and SXR 160 were discontinued in May without any formal announcement or replacement confirmed at the time. The SXR GT now fills that gap, available in 125cc and 175cc variants, using the updated engines introduced on the SR 125 and SR 175.
Built on the same platform as the SR 125 and SR 175
SXR GT 175 gets 5-inch TFT and single-channel ABS
Both scooters get 14-inch wheels
Aprilia SXR GT scooter details
The SXR scooters featured 12-inch wheels, while these new SXR GT variants come with 14-inch units
The new SXR GT 125 hp-e and SXR GT 175 hp-e are based on the same platform as their corresponding SR siblings that were introduced last year. The SXR GT 125 is powered by a 124.5cc single-cylinder engine that makes 10.6hp at 7,400rpm and 10.4Nm at 6,200rpm. On the other hand, the SXR GT 175 gets a 174.7cc air-cooled single that makes 13.3hp at 7,200rpm and 14.1Nm at 6,000rpm. Aprilia has also confirmed that both engines are BS6 OBD-II Stage B compliant and E20 fuel compatible.
Both scooters retain the overall silhouette of the now-discontinued SXR scooters, but now run on larger 14-inch wheels, which should translate to better stability and comfort. In terms of features, the 175cc variant gets a 5-inch TFT display with Bluetooth connectivity for music and call management, turn-by-turn navigation and additional handlebar-mounted controls. It also features single-channel ABS and a new exhaust end pipe with a heat shield. The 125cc variant gets a 5-inch LCD instrument cluster and CBS.
Aprilia has said bookings have opened nationwide, with the SXR GT 125 priced at Rs 1.11 lakh and the SXR GT 175 priced at Rs 1.31 lakh.
The Hyundai Ioniq 5 has been one of the standout EVs of recent years, so much so that we crowned it our 2024 Car of the Year. Back then, besides being one of the most impressive electric cars on sale, it was also among the most affordable in its segment. And when compared with rivals like the BYD Sealion 7 and BMW iX1, the Ioniq 5 came out on top thanks to its comfort, practicality and value.
Fast forward to 2026, and the landscape has changed. Hyundai has updated the Ioniq 5, and the biggest talking point is its larger 84kWh battery. But in the process, this value-focused EV has become one of the most expensive options available.
Tesla, meanwhile, has dropped prices. The Model Y now starts at just under Rs 51 lakh, undercutting the Ioniq 5 and transforming itself from one of the pricier alternatives into the more affordable option. With the pricing hierarchy flipped, this comparison has become more interesting than ever.
Tesla Model Y vs Hyundai Ioniq 5: Exterior design
The Tesla Model Y is the larger vehicle overall, although the Hyundai counters with a longer wheelbase. Neither car follows a traditional SUV or sedan template, with muscular proportions and aggressive styling, but the Ioniq 5 stands out with its retro-futuristic design language, blending hatchback and crossover cues into a shape that is both distinctive and characterful. That said, its styling will continue to divide opinion.
The Tesla, by comparison, plays it a little safer. It too wears a crossover body style, but with a minimalist design that is unlikely to offend anyone. Frameless windows and a unique tail-lamp treatment with a hidden light bar add some flair to its otherwise fuss-free styling.
It’s worth noting that Tesla lists ground clearance at 167mm (unladen), while the Ioniq’s figure is specified as laden, coming in at 163mm. In the real world, the Tesla occasionally scrapes over unusually large speed breakers, while the Hyundai clears most of them despite its longer wheelbase.
Tesla Model Y vs Hyundai Ioniq 5: Interior and features
Takes minimalism to a whole different level, with merely a handful of physical controls. Lack of design elements, vegan materials don’t feel special.
Tesla’s non-motorised flush door handles remain a usability frustration, requiring an awkward push-and-pull action to operate. On the inside, the Model Y’s cabin embraces minimalism to an even greater extent. Even the air vents are hidden. The lack of design elements looks clean, but this and the choice of materials diminish the sense of occasion one expects at this price point.
All functions are relegated to its slick screen.
Taking centre stage, quite literally, is a massive touchscreen. Nearly every function is controlled via the screen, including controls for the frunk, tailgate, glovebox, climate control, seats and steering, and mirror adjustments, among many others. This over-reliance on the touchscreen is daunting at first, but Tesla’s software experience is exceptional. The interface remains the benchmark for responsiveness, fluidity and overall usability.
The steering wheel features multi-function controls that take some time to get accustomed to. The high-beam flasher is integrated into the steering wheel too. Thankfully, the indicators and power-window switches remain physical controls. The lack of buttons might seem futuristic, but it often feels as though technology has taken precedence over usability. There are two charging pads, and below them sits an unusually bulky centre console that robs the cabin of some of its sense of space. Hampering usability further is the exceptionally deep storage area, which requires you to stretch to reach items placed inside.
Albeit a bit low-set, this space feels airy thanks to its low window line.
The front seats look simple and are surprisingly comfortable, with heating and ventilation functions. The rear seat is equally comfortable, although the seating position is somewhat low, resulting in a knees-up posture. What’s nice is that the backrest reclines to a comfortable angle. Rear-seat passengers are also treated to a dedicated touchscreen capable of controlling climate functions, streaming content and even gaming.
Rear screen for controls, games and videos.
One major drawback is that the sunroof still lacks a dedicated sunshade, causing the cabin to heat up considerably under the afternoon sun. The rear windows also miss out on sunshades.
More suited to our conditions, the black interiors are well-finished. It gets full marks as far as storage, ergonomics and usability goes.
The Ioniq 5’s interior takes a more balanced, user-friendly approach. Not only does it get motorised pop-out door handles, but its cabin also combines touch-sensitive controls with physical buttons and knobs, creating an environment that feels intuitive from the moment you step in.
Thankfully, it retains physical controls.
Material quality is impressive, and where the Hyundai truly excels is in comfort and practicality. Storage areas are thoughtfully integrated throughout the cabin, and the sense of space is outstanding, making the Ioniq 5 particularly easy to live with.
Slide, recline, boss function and sunshades mean a better rear experience.
The front seats are broader and more comfortable, with extensive adjustment, including an ottoman-style leg support. Both front seats can be set up in a ‘zero-gravity’ position, where your back is reclined and legs lifted on the ottoman, making it very comfy. Plus, you can have the seats cooled or heated too, which adds to the relaxing experience. Rear-seat comfort is equally impressive, thanks to a bench that both slides and reclines. While it doesn’t get a dedicated rear screen like the Tesla, it does offer window sunshades and a 3-pin socket to power larger electronic devices.
Along with a larger boot, the Tesla gets substantial underfloor storage.
The Tesla regains some lost ground when it comes to luggage-carrying capacity. Its front luggage compartment is broader and deeper than the Ioniq’s, and its boot is more spacious too. Additionally, it offers even more storage space beneath the boot floor. The Ioniq 5, on the other hand, not only falls a bit short in outright boot capacity, but also has a relatively higher loading lip, making it slightly more challenging to load heavy luggage.
The Model Y has a deeper and wider front-loading area than the Hyundai.
Tesla Model Y vs Hyundai Ioniq 5: Powertrain and performance
Hyundai has increased the battery size from 72.6kWh to 84kWh (gross capacity) while continuing to use Nickel Manganese Cobalt (NMC) cell chemistry. This feeds a 229hp/350Nm rear-mounted motor, which is 12hp more than before. However, the larger battery has pushed kerb weight up to 2,165kg, which is 150kg more than the outgoing version.
In contrast, the Model Y uses a 64kWh (gross capacity) battery with Lithium Ferrous Phosphate (LFP) cell chemistry, powering a 299hp/420Nm rear-mounted electric motor. While it is significantly more powerful, the Tesla is also 162kg lighter. As a result, its performance feels considerably stronger. It feels quicker off the line, accelerates harder and responds more eagerly to throttle inputs than the Hyundai.
Tesla keeps things simple with just two drive modes: Standard and Chill, the latter serving as an economy setting. Impressively, Chill mode remains highly usable and, despite being toned down, still accelerates as strongly as the Hyundai in its sportiest setting.
Tesla Model Y vs Hyundai Ioniq 5: Acceleration test (in seconds)
Tesla Model Y
Hyundai Ioniq 5
20kph
1.29
1.31
40kph
2.33
2.66
60kph
3.48
4.05
80kph
4.69
5.71
100kph
6.19
7.97
120kph
8.23
10.83
140kph
10.78
14.63
160kph
14
20.27
To put its performance into perspective, the Model Y accelerates from 0-100kph in just 6.19 seconds in Standard mode and reaches its 203kph top speed in roughly 25 seconds. Even in Chill mode, it completes the 0-100kph run in a respectable 8.25 seconds, just 0.28 seconds slower than the Ioniq 5. More interestingly, the Tesla reaches 160kph in 18.58 seconds, making it 1.6 seconds quicker to the mark.
Tesla Model Y vs Hyundai Ioniq 5: Regenerative braking distance (80-20kph)
Tesla Model Y
Hyundai Ioniq 5
Strongest
116.71m (Standard)
136.45m (i-Pedal)
Weakest
223.55m (Reduced)
391.50m (Level 1)
In the Model Y, regenerative braking has just two modes – Standard and Reduced – and the retardation is seamless, though quite strong when you lift off the accelerator. Notably, Standard mode generates stronger deceleration than the Ioniq 5 in its most aggressive single-pedal setting. And while both cars support true one-pedal driving, the Tesla’s implementation feels more natural and intuitive. The Ioniq, though, with its multiple levels, can be set up to have retardation feel more ICE-like and thus very familiar.
Turning our attention to the Hyundai Ioniq 5, it may not dominate traffic-light drag races, but the good news is that power delivery is exceptionally smooth, and the overall driving experience feels highly refined. It offers multiple drive modes that alter part-throttle responses, steering feel and brake-pedal feel, although outright acceleration remains largely unchanged between them.
In general, the Ioniq 5’s cabin feels slightly more hushed than the Model Y’s, with a quieter motor and lower levels of road and tyre noise. Notably, though, the Tesla’s frontal sound insulation is exceptional – from inside the cabin, you would swear its horn is rather meek, but we assure you, that isn’t the case.
Tesla Model Y vs Hyundai Ioniq 5: Ride and handling
The Model Y is quicker, but the Ioniq 5 betters it on range and fast-charging speed.
On the move, the Model Y inspires confidence. High-speed stability is excellent, and it changes direction with greater eagerness compared to the Ioniq. The small-diameter steering wheel offers different weight settings, but even its lightest mode feels substantial; it isn’t that light, one-finger-twirl setup and does come across as heavy. Ride comfort also doesn’t feel particularly plush. The suspension is quite firm and thuds noticeably over potholes and broken surfaces, making it less suited to rough Indian roads.
The Ioniq 5 takes a different approach. It feels far more comfortable and user-friendly, thanks to lighter steering and a softer suspension that, despite its 20-inch alloy wheels, absorbs road imperfections with much greater composure than the Tesla. The result is a more relaxed and comfortable driving experience. Sure, it doesn’t feel as sporty while changing direction and can feel a touch floaty at higher speeds, but that is a compromise many buyers will gladly accept for its low-speed pliancy and overall comfort.
Tesla Model Y vs Hyundai Ioniq 5: Range and efficiency
For our real-world range test, we ran the Hyundai Ioniq 5 in Eco mode and the Model Y in Chill mode, with the former’s regenerative braking set to Level 2 in the city and Level 1 on the highway, and the latter’s set to Standard in the city and Reduced on the highway.
As far as efficiency goes, the Ioniq 5 was more efficient in the city, delivering 6.22km/kWh, while the Model Y managed 5.84km/kWh. On the highway, the Tesla’s superior aerodynamics yielded 6.52km/kWh, whereas the Ioniq 5 managed 5.71km/kWh. However, thanks to Hyundai’s substantially larger battery, its overall average range extrapolates to 501km, comfortably ahead of the Tesla’s 371km.
Tesla Model Y vs Hyundai Ioniq 5: Real-world range and efficiency
Tesla Model Y
Hyundai Ioniq 5
Claimed range
500km
690km
City range
350km
523km
City efficiency
5.84km/kWh
6.22km/kWh
Highway range
391km
479km
Highway efficiency
6.52km/kWh
5.71km/kWh
Average range
371km
501km
Average efficiency
6.18km/kWh
5.96km/kWh
As for charging performance, we plugged the Model Y into a 250kW Tesla Supercharger, where it achieved peak charging speeds of 183kW. However, the Model Y does not sustain such high speeds for long, and its 60kWh battery is charged from 20-80 percent SoC in 23 minutes. From there, it took an additional 30 minutes to reach a full charge.
The Hyundai Ioniq 5 performs even better. Connected to a 360kW DC fast charger, its 800V electrical architecture enabled it to consistently maintain higher average charging speeds, peaking at 251kW. As a result, its 84kWh battery charged from 20-80 percent SoC in just 16 minutes. Like the Tesla, however, it required an additional 33 minutes to charge from 80 percent to full.
Tesla Model Y vs Hyundai Ioniq 5: Verdict
The Ioniq 5 no longer offers the value it once did. The Model Y, however, does.
The Tesla Model Y makes a compelling case for itself. It is quicker, more technologically advanced and backed by software that remains among the best in the automotive world. Crucially, it is now the more affordable option, making it a very tempting proposition. However, its over-reliance on the touchscreen, heavy steering, a firm low-speed ride and limited range due to the smaller battery count against it.
In comparison, the Hyundai Ioniq 5 remains the more rounded package. Its superior ride comfort, more intuitive cabin, significantly longer real-world range and impressive charging performance give it a clear edge where it matters most. More importantly, it feels better adapted to Indian roads and daily usage, thanks to its lighter steering and more comfortable ride.
At current prices, though, the Hyundai no longer holds the value card, nor does the brand command the same equity or snob value as some similarly priced rivals. But judged purely on its merits, the Hyundai Ioniq 5 continues to be the best all-round EV at this price point and thus gets our vote.
Mercedes-Benz’s 140 Years, 140 Places odyssey is a celebration of the carmaker’s origins in 1886. Spanning six continents, covering over 60,000 kilometres, it is as massive in significance as it is in scale. The tour kicked off at the Mercedes-Benz Museum in Stuttgart on the 29th of January, the same day Carl Benz received the patent for his first car 140 years ago! The cars then went to the Daimler house in Bad Cannstatt, they tracked the original route of Bertha Benz’s historic 1888 drive and drove the iconic Spa-Francorchamps racetrack in Belgium in wheel tracks of the W109 ‘Red Pig’ that made such a splash in 1971. The cars then went to the US, visiting the first plant in the US started by William Steinway (of Steinway & Sons, the famous German Piano makers), South America, Australia, Japan, Korea and Japan.
Legacy and history
With their royal and regal air, the S-Classes feel right at home in Udaipur.
Part of the 140 Years, 140 Places expedition, Udaipur is one of the more stunning locations the Mercedes drive will visit on this India leg, and what’s incredible is that we have been chosen to be a part of it. What a privilege. The lake city of Udaipur also has tremendous historical significance. Home to one of the longest-serving dynasties, one that spans 1,500 years, this leg sees a coming together of the world’s oldest carmaker and one of the oldest dynasties. And while this trans-continental excursion is called 140 Years, 140 Places, it could also easily have been called 140 Years of Automotive Technology. With these S-Class pre-production cars dripping with both mechanical and electronic tech, what we are also celebrating is the journey of the car from a three-wheeler with a single-cylinder engine to this technological marvel. The company that invented the motorcar is still widely regarded as the one that makes ‘the best car in the world’.
Luxe Supreme
Everything is perfectly still. Not a gauge in the car is moving, and there’s no real sensation of speed. I must have dozed off. Blame it on the incredibly comfortable back seats and the sensory isolation. This car just shuts you off from the rest of the world. Then I discover we are cruising at 100kph, and not just 30 or 40. Up ahead is the lake city of Udaipur. Ahh.
The Maharana of Udaipur with a car that has been in his family for three generations.
We start our journey on this leg from a very significant place, the palace situated on the lakeside at Udaipur. And not only does Lakhsyaraj, the 77th Custodian of the House of Mewar (formally Shriji Huzoor Dr Lakshyaraj Singh of Udaipur), play the perfect host, but he also parks an olive-green 180D in the foyer, a car that has been used by three generations of his family. The symbolism is rich; two legacies converging in a place that embodies the spirit of grandeur and continuity.
Perseus places the sticker on ‘Bertha’ in Udaipur.
Since Udaipur is one of the 140 iconic destinations on the drive, Mercedes asks him to place an Udaipur sticker on the rear of the car; fitting. These cars, all three (the third is on another leg elsewhere in India), will eventually be housed in the Mercedes museum in Stuttgart, and what’s cool is that you can trace their journey via the stickers. Lakshyaraj then takes one of the cars for a brief drive. He wants to see just how much better this new version, with all its 2,700 new bits, is over his pre-facelifted car. And yes, he loves driving. I’d bumped into him earlier in the day at the airport, where his S-Class had come to pick him up, flags flying and uniformed driver and assistant in tow. But instead of climbing into the rear, he’d gotten straight behind the wheel. Tells you a lot.
Still at the top
Late prototypes of the New S-Class made the journey.
Later in the day, I get another demonstration of why the S-Class is so special. We decide to drive around the lake for the cameras, the orange glow of the setting sun adding to the drama of this once James Bond film set. Sitting in the back feels almost magical, as the S-Class slips forward effortlessly, the sun glistening off the lake. It skips over cratered roads, glides silently through noisy bazaars and intersections and then, as the road around the lake opens out, I barely hear it even though Mercedes’ test driver is pulling the torque-y straight-six hard. This car is named Bertha, after Carl Benz’s wife, the one who undertook the world’s first long-distance drive; quite a story that. And the other, the white one, is Carl; BB and CB, both on Stuttgart number plates.
Hello Grandpa
The S-Classes, along with the fin-tail and the 300D.
The next day, we set off to see the Udaipur Royal Garage, where we are met by other Mercedes cars. There’s a fin-tail that was used to pick up and drop off guests of the Royal family from neighbouring ‘states’ and a very special W124 300D. The latter, an import rather than a locally assembled W124, stands out from Indian-assembled cars with its black bumpers, headlamp wipers and amber indicators. This six-cylinder diesel with more than 2,00,000km on the clock was used by Shri Arvind Singh Mewar, the earlier Maharana, to cover long distances like Ahmedabad or Jodhpur. Recently restored, it was presented at the Mercedes-Benz Classic Car Rally in Mumbai. The 300D is in such fine nick, I can’t resist a quick spin around another of Udaipur’s stunning lakes, Fateh Sagar.
Why the 300D is such a legend
The W124 300D is an import.
On the outside, the 300D looks sort of underwhelming. Starting up the straight-six diesel is relatively straightforward, although I have to wait for the glow plug to heat up (remember those?). While the roughly 110hp engine doesn’t feel responsive, it feels smooth and refined for a diesel, especially after 2,500rpm. And though it is slow by today’s standards, it doesn’t feel like you’re dragging anchor either. The chunky 300D also feels as tough as a Godrej safe.
It has 2,00,000km on the odo, but hardly feels like it.
Then I catch a glimpse of the odometer; it reads in excess of 2,00,000 kilometres! Surely my eyes are playing tricks on me. Yes, this car has been recently refurbished, and the suspension has been tightened up, but this thing feels like it has just rolled out of the showroom only recently. It tracks straight, the steering is well weighted and, when I plonk my foot down, it even generates a reasonable amount of torque. This ‘OM603’ straight-six uses indirect injection and a pre-chamber, and has a simple two-valve-per-cylinder setup. Legend has it, it can do a million miles with only basic care. And what of turbo lag, you ask? It doesn’t have one.
Performance tech
The next morning, I get straight behind the wheel of CB or Carl Benz. I’m particularly excited because Carl has a V8 under the hood. What makes this V8 different is that it has some unique tech. This new S-Class is fitted with the ‘M177 Evo’ V8 engine that uses a flat-plane crankshaft! Made popular by Ferrari, a flat-plane crank is used on sportscars to help bunch up the firing order of the cylinders, so you get more of a kick from overlapping strokes. These engines, however, are not as smooth. So why has Mercedes used it in the S-Class, an out-and-out luxury car? Simple: it delivers better efficiency and lower emissions, as the crankshaft is lighter and there’s less reciprocating mass. And what of the vibrations? Mercedes says it has thrown tech at the problem.
V8-equipped S-Class feels effortlessly quick.
Initially, the going is slow as we exit the city. But once we get onto the wide highway, a small tap on the throttle releases a swell of torque just off 2,000rpm. And with 537hp propelling the limousine forward, it just shrinks the long straights on the highway. What’s cool is that the engine never feels brutish or AMG-like; the V8 soundtrack and rumble are superbly muted. The tech works. The new engine, in fact, is so well behaved that I have to check if it is indeed the one with the flat plane crank. At the next stop, I turn around and ask Mario Schneider, head of development for all Mercedes-Benz sedans, who just happens to be in the rear seat.
Also along for the drive is Perseus Bandrawalla, Autocar India’s curator of classic and modern classic events. Five minutes behind the wheel and he is waxing lyrical about the Mercedes V8 engines of days gone past – the M100, the M119 that powered the SL and others. It brings into perspective just how many great V8s Mercedes has had over the years, the 6.3 AMG V8, of course, included.
Cruise control
The three screens and updated cabin created a futuristic setup in a traditional environment.
Further up, we get to a ghat section. Not only does the ride on this updated air suspension and adaptive dampers feel a bit more supple, it also feels at home on the winding road, the rear-wheel steering helps it into corners neatly. Even cooler, despite all the tech, it retains a natural fluidity and a sense of mechanical harmony, which make long drives feel just effortless. Are city-bound S-Class owners missing what’s best about this car? Absolutely! Talking about tech, this car also gets Level 3 autonomous driving (in places where it’s allowed), where the driver can be hands off, and even eyes off, with Mercedes Drive Pilot taking responsibility for safety. It is only one of two cars to get this globally.
As we get into traffic, what I notice is that the updated cabin, with its three screens and ambient lighting, creates an environment that is both futuristic and traditional. The seats, with massage and cooling functions, are thrones in their own right. And it’s not just the size, specifications and features it has; it’s how well everything is executed, from the solid build of the cabin to the new phone-like remote controls in the rear.
Collector’s edition
Streamlined Maybach SW38 four door could do 160kph
As we get to Ahmedabad, we turn into another historical location, Dastan Auto World – collector extraordinaire Pranlal Bhogilal’s collection, where the modern S-Classes met some more of their ancestors. A Maybach SW38, ordered by Maharaja Umaid Singh of Kota, draws admiring stares from the German members of the Mercedes crew, especially its aerodynamic profile. Capable of nearly 160kph, it was one of the fastest four-doors of its time. Equally captivating are Mercedes’ post-war comeback cars – the 300S ‘Adenauers’. Named after Germany’s first Chancellor, who famously rode in one with his hat on, this limousine is what eventually evolved into the S-Class.
Heritage and high tech
You can trace the journey via the stickers on the cars.
The 140 Years, 140 Places drive captured the duality of Mercedes perfectly; the brand embodies both heritage and innovation in equal measure, both streams converging seamlessly. As the convoy continues its odyssey, what’s clear is that this is a celebration not only of Mercedes’ past, but also the brand’s ability to connect eras, cultures and people through the universal language of the automobile.
