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How Maruti Suzuki Became India’s Number One CNG Carmaker

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How Maruti Suzuki Became India's Number One CNG Carmaker
Number One CNG carmaker Maruti

When Maruti Suzuki introduced its first factory-fitted CNG models in 2010, the fuel had little acceptance among private buyers. Availability was largely restricted to Delhi-NCR, Mumbai-Pune and Gujarat, while the filling network was small and uneven. CNG penetration remained at just 1-2 percent until 2016-17, but Maruti continued to improve the technology and expand its range. It began with affordable cars such as the Alto and Eeco before taking CNG to the WagonR, Swift, Baleno, Dzire and Ertiga. Today, its portfolio includes SUVs such as the Brezza, Fronx, Grand Vitara and Victoris.

Fixing what buyers disliked

In the late 1990s, buyers who wanted a CNG car usually had to convert a petrol model using an aftermarket kit. Most kits were imported, often from Italy or Argentina, and a conversion cost around Rs 30,000-32,000.

As demand grew, some dealers began tying up with local retrofitters. But when these cars developed problems, owners often returned to Maruti workshops even though the company had not supplied or installed the kit. Poorly fitted systems raised concerns about gas leaks and vehicle fires. An aftermarket conversion could also invalidate the manufacturer’s warranty, while the engine and fuel system were not always designed to cope with CNG.

Performance was another weakness. Early conversions resulted in a noticeable drop in power. Some owners would switch to petrol before overtaking or climbing steep roads and returned to CNG once the additional performance was no longer needed.

Factory-fitted systems addressed many of these problems. Engines, valve seats, fuel lines and mounting points were designed to work with CNG. Better calibration reduced the performance loss, while the car retained its manufacturer warranty and could be serviced through Maruti’s dealer network.

The financial case was already strong. Around 2010, CNG cost roughly Rs 20-21 per kg, compared with about Rs 48 per litre for petrol and Rs 38 for diesel. A factory-fitted system added around Rs 45,000-54,000 to the price of the car, but offered better engineering, safety and warranty protection than an aftermarket conversion.

Even so, CNG did not take off immediately. Diesel was widely available, delivered better performance and offered low running costs. In 2013, diesel accounted for around 38 percent of India’s passenger vehicle market, making it the easier choice for many high-mileage users.

The network caught up

India had around 1,200 CNG stations in 2016-17. By March 2026, the network had expanded to about 8,900 stations across roughly 350 cities. This made CNG practical beyond its traditional strongholds. Petrol prices also rose sharply after 2020, crossing Rs 100 per litre in several cities and strengthening the case for switching to a cheaper fuel.

By then, Maruti had already addressed many of the product-related concerns and could respond with a broad factory-fitted portfolio. CNG’s share of Maruti’s new registrations, including private cars and cabs, increased from 14.3 percent in 2021 to 41.2 percent in the first half of 2026. Petrol’s share fell from 76.5 percent to 45.9 percent over the same period. The sharpest jump came between 2023 and 2024, when CNG’s share rose from 24.6 percent to 32 percent.

Commercial vehicles remain important. Cabs account for around 10 percent of Maruti’s cumulative registrations, but contribute more than a quarter of its CNG volumes. However, private buyers now account for the larger part of demand.

“Earlier, if a customer was opting for CNG, the perception was that he was just a very value-conscious customer,” says Maruti Suzuki’s senior executive officer, sales and marketing, Partho Banerjee. “Now, especially with underbody CNG, the profile of customers has changed. They are not only looking for mileage, they also want an aspirational product that feels no different to drive from gasoline.”

CNG moves beyond small cars

The WagonR remains the quintessential CNG hatchback. Its CNG share has risen from 42.5 percent in 2021 to 49.1 percent in the first half of 2026. Nearly every second WagonR buyer now chooses it. CNG is also gaining ground in models that were once overwhelmingly petrol-powered. Its share in the Swift has increased from 1.9 percent to 18 percent, while the Baleno has moved from 2.1 percent to 14.5 percent.

The Dzire has seen an even sharper change. CNG accounted for just 1.7 percent of its registrations in 2021. Its share reached 33.6 percent in H1 2026. 

Adoption is strongest in vehicles that cover longer distances or carry more passengers. CNG’s share of the Ertiga has risen from 39.3 percent to 73.6 percent, while the Eeco has moved from 31 percent to 55.2 percent. Big shifts are now also taking place in the SUV segment, where buyers care as much about design, features and luggage space as they do about mileage.

CNG accounts for 43.4 percent of Brezza registrations, compared with 23.7 percent for its Smart Hybrid powertrain in H1 2026. The Fronx has seen its CNG share rise from 10.9 percent at launch in 2023 to 35.4 percent in the first half of 2026. In the case of the Grand Vitara, it has increased from zero to 23.9 percent.

The Victoris has moved even faster. CNG accounted for 55.2 percent of its registrations in the first half of 2026. Its strong response shows that midsize SUV buyers will accept the fuel when it does not compromise the overall ownership experience. 

Better packaging removes a key compromise

A large cylinder placed across the luggage compartment has long been one of CNG’s biggest drawbacks. Dual-cylinder systems that divide the gas storage between two smaller cylinders positioned lower in the boot, or placing an underbody tank, create a flatter and more usable luggage area.

Maruti’s latest CNG development is the underbody tank on the Victoris and Brezza.

Central to Maruti’s next CNG push is the underbody CNG setup. The newly launched CNG Brezza opts for this setup – just like in the Victoris – where the tank is placed beneath the floor. It does negate the ability to have the spare tyre, but luggage space remains useable with a boot that is pretty much free of intrusions.

“If I don’t compromise on my driving experience, and I don’t lose boot space, and on top of that I reduce my total cost of ownership, then it is ticking all the boxes. Why would I not go for it?” says Banerjee.

Filling the gap left by diesel

Maruti’s exit from diesel in 2020 left a gap for buyers seeking low running costs without moving to an EV. CNG has become the answer. It cannot match a diesel engine’s torque or effortless highway performance, but it can cost substantially less to run than petrol, particularly for buyers covering high monthly distances. The vehicle can also switch to petrol when CNG is unavailable.

CNG will not replace diesel in every situation. Drivers who regularly travel on highways, carry heavy loads or value strong mid-range performance may still prefer diesel where it remains available. But for largely urban use, CNG now delivers much of the economic advantage that once made diesel attractive. The market has moved beyond mileage.

CNG has reached around 20 percent penetration without requiring buyers to completely change the way they use a car. There is no home charger to install, and the vehicle can run on petrol when the gas runs out. But the next stage will require more than savings. Buyers moving onto larger and more expensive vehicles will expect performance, equipment, luggage space and convenience alongside lower running costs.

“Quality, reliability and mileage are now hygiene,” says Banerjee. “You need to give all of that anyway and then still meet their lifestyle expectations.”

With the Victoris establishing CNG in the midsize SUV market and the Brezza addressing the compact SUV space, Maruti is now taking the fuel deeper into India’s largest vehicle segment, and it says there’s more to come.

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Audi Q3 Sportback long term review, 11,500km report

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Audi Q3 Sportback long term review, 11,500km report
Audi Q3

Okay, first, a clarification: that’s not me hooning around in the Audi Q3 Sportback. That’s a certain Mr Saumil Shah, who borrowed the car from me for ‘work’ – in the biggest air quotes imaginable.

The Q3 Sportback was the support car for our Lamborghini Sterrato shoot at Nanoli Speedway. And, naturally, a muddy track with acres of runoff was an opportunity that proved far too tempting for him to resist. Fun cars do have a way of making you do slightly silly things when the right opportunity presents itself. And I’d definitely put the Audi Q3 in that category. It’s got a peppy engine, neat handling and even good ground clearance, all wrapped within a compact footprint. As someone who loves smaller cars, the Q3 is right up my alley. 

It might not look cutting-edge, but buttons and knobs make the dash very user-friendly.

I’ll admit, life with a luxury car can be a little stressful on Mumbai’s congested roads, where you’re sharing whatever road space is left after all the construction with cars, bikes, battle-hardened buses and everything in between. But the Q3 takes a lot of that stress away. The small size and elevated seating make it very easy to place, and what makes things more relaxing still is the excellent noise insulation. It’s no EV (the engine does get vocal in a good way when rushed), but the Q3 does cut out a lot of the cacophony outside. Another highlight on the Q3 is ride comfort. It makes light work of bad roads with the chunky tyres taking up a lot of the initial impact. Just wish the Q3 got snazzier wheels. The boring alloys undo much of the glamour of the Sportback’s SUV-coupé shape. Gun to my head, I’d still take the standard Q3 with its more conventional derriere.    

The Sportback has its fans, but I’d have the conventional Q3.

In cars with ADAS, my SOP is to first check if auto-braking functions are off. The Q3 doesn’t have ADAS, but I do still have a pre-flight check. And that is to ensure Automatic Parking Sensor Activation is turned off. The Q3’s overly sensitive proximity sensors seem to react to absolutely everything around the car and the constant beeping can get alarming in heavy traffic. Of course, connecting my phone via a wire is also a requirement because there’s no wireless connectivity in the Audi.  

Constant warnings from over-sensitive proximity sensors an irritant. Best kept off in traffic.

Thing is, I don’t want to overplay these small irritants. Because, in the big picture, the Q3 remains a charming option for buyers looking for an entry luxury car. More so now with some great deals going on the model as it makes way for the next-gen Q3 that comes later this year. Having lived with one, I know I won’t get bored of this Q3 for a long time to come. Heck, maybe I need to scout around for a good deal myself. 

Audi Q3 Sportback 40 TFSI Technology test data
Odometer 11,306km 
Price Rs 54.2 lakh (ex-showroom, Mumbai)  
Economy 7.9kpl
Maintenance cost Nil
Faults None
Previous reports June 2026
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2027 Bentley Torcal preview: Riding along in Crewe’s first EV

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2027 Bentley Torcal preview: Riding along in Crewe’s first EV
Bentley Torcal EV prototype first drive

Only the day before I would be surprised with a passenger ride in a prototype of Bentley’s new electric SUV, I just so happened to be engaged in a conversation about why an EV would be so well suited to this brand in particular. Yes, as we’ve said in the past, EVs are perfect for luxury applications – smooth, silent and effortless as they are. But the other realisation we made was that Bentley, despite leaning into sportiness as one of its core brand pillars, has never been a slave to weight loss. Even its lightest car in 85 years – the new, stripped-down Supersports – is but one kilogram shy of two tonnes! And yet its cars have always managed to deliver the comfort expected of a super-luxury vehicle, and somehow also the poise and agility of a sports tourer. A tricky balance indeed. 

Reining in 2.5-tonne-plus vehicles, then, isn’t so much a challenge for Bentley’s chassis engineers as it is standard operating procedure. And thus, when the time came to create the brand’s first EV – a five-metre SUV no less – weight management was the last thing on their minds. Being a luxury EV with the full technological might of the Volkswagen Group behind its development, it would be all too easy to just squeeze out a bunch of eye-watering performance figures and leave it at that. But Bentley engineers say that won’t necessarily be the case, and certainly not the focus. The focus, instead, was on making the Torcal walk the razor-thin line between sport and luxury that every one of their cars is required to. 

The Torcal prototype rolls silently into view at the driveway of our hotel in Monterey, California shrouded as it is in its crystalline camouflage – a motif we’ll revisit later. It hides the details well enough, but what’s clear is that this a tall and squared-off SUV, much like the Bentayga, and though aerodynamics will no doubt have been a consideration, that Bentley boldness is recognisable in its bluff front fascia. It’s actually a little smaller than a Bentayga, but the smaller front overhangs tell me they’re making good use of its wheelbase.

We’re ushered quickly into the cabin, which too is wrapped up from floor to headliner, and quickly given a brief before prying eyes can come in for a closer look. There’s stuff we’re told about that I can’t reveal today, but I’m hurriedly making notes all the same. But then Torcal product line director Martin Page presses the start button, and my brain does a somersault. “It’s… idling?” I mutter, as he cracks a smile from the driver’s seat.

Digital meets analogue

Yes, they’ve given the Torcal the sound of a V8, the most enduring engine layout the brand has used in its century of making cars. And while this is hardly the first EV to mimic an engine, there’s a mesmerising authenticity to it that I’ve never experienced from a synthetised setup before. I’d go as far as saying sounds better – more layered and full-bodied than the twin-turbo 4.0-litre you’ll find in the Continental range, and we’re still at a standstill. It’s uncanny.

As we move off, the sound swells, ebbs and flows with an almost flawed resonance that fills up the cabin. It’s not loud or overwhelming; but it’s ever present, though I’m told it can be switched off if not desired. I’m told the car is in ‘Bentley’ mode – the middle ground, as we know from existing models – and once on the move, the sound fades into the background.

The story behind the V8 sound is almost as fascinating as the sound itself. Any other brand would record one of its V8 engines, play the recording through the speakers and call it a day. But in keeping with Bentley’s history of doing things painstakingly by hand, they recorded the sound and got an orchestra to recreate it with live instruments. What I’m listening to is a mix of drums, viola and bass guitar – every beat and note fed into a machine and algorithmically meted back out in proportion with the torque demand. Moving up to Sport mode suitably increases the volume and even alters the pitch slightly, but what doesn’t change is the genuine feeling that somewhere up front, an old-school, hairy-chested V8 is thumping away to move us forward.

The crystal method

The over-engineering doesn’t stop there, however; Bentley’s handcrafted approach extends to the graphics of the Torcal – both physical and digital. The diamond motif has long been a part of the Bentley brand, and you’ll see it everywhere from its cars’ grille mesh patterns, to stitching, to upholstery quilting. Something catches my eye from under the sheet that covers the rear doors, which I carefully lift up to catch a sneak peek.

It’s ambient lighting, shimmering, moving as it cascades across a soft Merino wool door card. The idea was to simulate light flowing through crystal, and though it’s probably a simulated effect, it is incredibly convincing, and oddly relaxing to stare at. Curiously, it’s blue, and we’re in Sport mode, Bentley having chosen to buck the trend of equating ‘Sport’ with ‘red’.

But as Martin cycles back and forth through the modes of the ‘Curation Engine’ – a luxurious way to say ‘drive mode selector’ – I notice something else. The graphics on the curved touchscreen – also with a crystalline theme – are slick and incredibly sharp, in a way I haven’t seen in any Bentley before. Credit to the new-gen PPE (Premium Platform Electric) and its E&E architecture the Torcal shares with the electric Cayenne, I suppose. 

I then glance at the digital speedo, which shows a digital number encased in a ring of crystal, which again hides a fascinating story. This seemingly innocuous graphical element is not the result of Adobe After Effects or, god forbid, generative AI. Bentley commissioned Cumbria Crystal to make a cut crystal tube and then shone light through it from various angles. This was filmed and then programmed to play back in sync with the car’s speed, so what you’re seeing is high-res footage of real light passing through real glass, moving in a circle as the car goes faster. But what is luxury, if not unnecessary excess?

Effortless heft

My mind circles back to my conversation from the previous evening, however, as we approach the Freeway. Bentley hasn’t revealed power and torque figures yet, describing them only as ‘ample’, and that’s clear as we break off the on-ramp and merge into the swarm of American commuters hurrying to work. The seat-of-the-pants sensation is one of power that feels effortless, if not hurried, if that makes sense, which is in line with any of the V8 hybrid cars Bentley also sells.

Bentley also hasn’t revealed the kerb weight figure, but going by other EVs of this size and nature, my guess puts it well past 2.5 tonnes and closer to 2.7 or 2.8. Not that you can tell from inside, where there’s a composure that feels truest to the contemporary range of Bentley models. The Torcal uses two-chamber air suspension, adaptive dampers and active anti-roll bars to control its immense mass, and I suspect a bit of magic too, because here too, they’ve managed to find a balance. I noticed the prototype was riding on 22-inch wheels with supercar-like 315-section rear tyres, and road noise is kept incredibly well in check. 

The ride is hefty but not harsh like some sports SUVs, comfortable but not floaty like some outright luxury SUVs. It stays steady on the Freeway, and as we get back to the narrower roads that snake around Pebble Beach, it stomps out imperfections with authority. As Martin takes the opportunity to lean it into some curvier bits of road, I sense a bit of give and roll, but not too much. I’m told they could have erased it entirely, but that would feel too unnatural.

And that sums up the Torcal nicely. It feels ‘natural’, and even from this short passenger ride, a great exercise in manufacturing analogue authenticity from what is a very digital set of tools. When advancing beyond the realm of mundane transportation and into more desirable applications – luxury, or performance, for instance, of which Bentleys have to do both – an EV has to be more convincing. So far, ballistic numbers have been that route for most, but there is an increasing effort to build tangible character into these cars that must be applauded. The Torcal feels like one of the best examples of this yet, and though far from the finished product, it’s a promising sign that Bentley is on the right track with its first EV.

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गुरुग्राम में बारिश का ऐसा कहर कि करोड़ों के फ्लैट और लग्जरी कारें भी बेकार! स्कूल चलेंगी ऑनलाइन, ऑफिसों में WFH

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Gurugram Rain: देश के सबसे महंगे और आधुनिक शहरों में गिने जाने वाले गुरुग्राम की चमक तेज बारिश के सामने फीकी पड़ गई है। हरियाणा के इस प्रमुख शहर में भारी जलभराव ने आम लोगों से लेकर करोड़ों रुपये की प्रॉपर्टी और लग्जरी कारों तक सबको एक ही कतार में ला खड़ा कर दिया है। हालत यह रही कि महंगे इलाकों में रहने वाले लोगों को भी पानी से भरी सड़कों पर निकलने में भारी परेशानी हुई।

बारिश के कारण गुरुग्राम की कई प्रमुख सड़कें और अंडरपास पानी में डूब गए। ट्रैफिक व्यवस्था बुरी तरह प्रभावित हुई। कई जगह स्कूल बसें तथा एंबुलेंस तक जलभराव में फंस गईं। हालात को देखते हुए प्रशासन ने आज यानी 25 अगस्त को जिले के सभी सरकारी और निजी स्कूलों में क्लासेस ऑनलाइन कराने का निर्देश दिया है। वहीं कॉरपोरेट और निजी कंपनियों को कर्मचारियों को वर्क फ्रॉम होम (WFH) की सुविधा देने की सलाह दी गई है।

75 MM बारिश ने बिगाड़े हालात

जिला प्रशासन ने बताया कि सोमवार को गुरुग्राम में 70 मिलीमीटर बारिश दर्ज की गई। राजीव चौक, इफ्को चौक, रेलवे रोड, सेक्टर-5, पुरानी दिल्ली रोड, महरौली रोड और बसई रोड समेत प्रमुख इलाके बुरी तरह प्रभावित हुए। नाहरपुर अंडरपास में भी पानी भर गया। कई सड़कों पर ट्रैफिक की रफ्तार धीमी रही। लोग पानी से भरी सड़कों से गुजरते दिखाई दिए। पुराने गुरुग्राम के सदर बाजार, गुरुद्वारा रोड और पुरानी दिल्ली रोड समेत कई इलाकों में जलभराव के कारण घंटों तक भारी जाम लगा रहा।

ट्रैफिक जाम से हाहाकार

ट्रैफिक पुलिस के एक वरिष्ठ अधिकारी ने बताया कि सिरहौल बॉर्डर, राजीव चौक, नरसिंहपुर और कुछ अन्य जगहों पर वाहनों की आवाजाही बाधित रही। उन्होंने कहा कि स्थिति संभालने के लिए ट्रैफिक पुलिसकर्मियों को तैनात किया गया है। ‘साइबर हब’ के पास गेटवे टावर मेट्रो स्टेशन के सामने एक्सप्रेसवे का एक बड़ा हिस्सा पानी में डूब गया, जिससे प्रमुख मार्ग पर ट्रैफिक प्रभावित हुआ।

शीतला माता रोड पर बुरा हाल

शीतला माता रोड भी सबसे ज्यादा प्रभावित इलाकों में शामिल रहा। इस सड़क पर मानसून में अक्सर बाढ़ जैसी स्थिति उत्पन्न हो जाती है। बारिश के दौरान नगर निगम के अधिकारी मौके पर सक्रिय रहे। नगर निगम कमिश्नर प्रदीप दहिया और अतिरिक्त नगर निगम आयुक्त यश जालुका ने गुरुग्राम महानगर विकास प्राधिकरण, भारतीय राष्ट्रीय राजमार्ग प्राधिकरण और नगर निगम के अधिकारियों के साथ जलभराव वाले इलाकों का निरीक्षण किया।

स्कूल बसों में फंसे बच्चे, 5-6 घंटे की देरी

बारिश का सबसे बड़ा असर स्कूली बच्चों पर देखने को मिला। कई स्कूल बसें पानी में फंस गईं और बच्चों को घर पहुंचने में सामान्य से 5 से 6 घंटे ज्यादा समय लगा। जलभराव के कारण कई परिवारों को अपने बच्चों के घर लौटने को लेकर घंटों चिंता में रहना पड़ा। यही वजह है कि प्रशासन ने 25 अगस्त को स्कूलों को ऑनलाइन करने का फैसला लिया।

करोड़ों की प्रॉपर्टी भी नहीं बचा पाई

गुरुग्राम की पहचान देश के सबसे महंगे रियल एस्टेट बाजारों में होती है। गोल्फ कोर्स रोड जैसे इलाकों में करोड़ों रुपये की प्रॉपर्टी मौजूद है। लेकिन सोमवार 24 अगस्त को हुई बारिश ने एक बड़ा सवाल खड़ा कर दिया- क्या करोड़ों रुपये की प्रॉपर्टी भी खराब इंफ्रास्ट्रक्चर और जलभराव से बचा सकती है?

सोशल मीडिया पर लोगों ने इस स्थिति को लेकर कई पोस्ट किए। कुछ लोगों ने यह तक कहा कि शहर में करोड़ों रुपये के फ्लैट और महंगी कारें होने के बावजूद अगर सड़कें पानी में डूब जाएं तो इन संपत्तियों की असली उपयोगिता कितनी रह जाती है।

एक सोशल मीडिया यूजर ने शेयर किया कि उसने कार खरीदने के बजाय अपना पैसा शेयर बाजार में निवेश किया था। लेकिन बारिश के दौरान उसे एक बाइक सवार ने मदद करके सुरक्षित जगह तक पहुंचाया। इस घटना ने गुरुग्राम के जलभराव और शहर के इंफ्रास्ट्रक्चर पर बहस को और तेज कर दिया।

तीसरी बार बारिश ने रोका गुरुग्राम

इस मानसून में यह पहली बार नहीं है जब गुरुग्राम की रफ्तार थमी हो। इससे पहले 9 जुलाई को भी लगातार बारिश के बाद निजी संस्थानों और कॉरपोरेट ऑफिसों के लिए WFH की सलाह दी गई थी। अगस्त के पहले सप्ताह में भी लगातार बारिश के बाद दो दिन के लिए WFH एडवाइजरी जारी की गई थी। उस दौरान 24 घंटे में गुरुग्राम में करीब 97 मिलीमीटर बारिश दर्ज की गई थी। IMD ने ऑरेंज अलर्ट जारी किया था। कई निचले इलाकों में पानी भर गया था।

₹1,400 करोड़ खर्च के बावजूद उठे सवाल

बारिश के बाद गुरुग्राम के इंफ्रास्ट्रक्चर को लेकर राजनीतिक आरोप-प्रत्यारोप भी तेज हो गए हैं। कांग्रेस के वरिष्ठ नेता रणदीप सिंह सुरजेवाला ने हरियाणा सरकार पर निशाना साधते हुए शहर के इंफ्रास्ट्रक्चर को ध्वस्त बताया। उन्होंने आरोप लगाया कि गुरुग्राम पर करीब ₹1,400 करोड़ खर्च किए जाने के बावजूद शहर बारिश के दौरान जलभराव से जूझ रहा है। सुरजेवाला ने स्कूल बसों के फंसने, सड़कों पर पानी भरने और प्रशासनिक व्यवस्था पर भी सवाल उठाए। गुरुग्राम समेत दिल्ली-एनसीआर में आज भी भारी बारिश हो रही है।

ये भी पढ़ें- यूपी में लड़कियों को स्कूल में हिजाब पहनकर आने की अनुमति नहीं; इलाहाबाद HC ने खारिज की मुस्लिम छात्रा की याचिका

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Volkswagen Tayron R-Line long term review, 4420km report

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Volkswagen Tayron R-Line long term review, 4420km report
VW Tayron R Line front quarter static

The VW Tayron R-Line is back in the Autocar India garage, and we’ve been running it for some weeks now. First things first, I switch off the Automatic Emergency Braking (AEB) as a matter of habit. The thing is, every time you turn on the car, the system defaults to AEB being active; it doesn’t remember that you last turned it off. This can be rather annoying, but like with most CBUs, which this VW Tayron R-Line is, it follows the homologation requirements of Europe, or what is called GSR 870. That means, for safety reasons, it is mandated to have the AEB on by default every time you begin driving the car. 

AEB triggers inadvertently in traffic.

Now, in Europe and other parts of the world where traffic is predictable and sane, it makes sense, but on our chaotic streets, pedestrians, cyclists, bikes and three-wheelers can trigger the AEB into a heart-stopping slam on the brakes, with the risk of being rear-ended by someone who is two inches away from your bumper. Every run to work, the proximity sensors go berserk tackling Mahalaxmi’s infamous Saat Rasta roundabout in Mumbai. It’s also a reminder that the Tayron is a long car, but the good thing is that outside visibility is pretty good, so you can judge the edges quite easily, which is essential when threading through traffic. 

2.0-litre TSI feels refined at all speeds.

The Tayron got a chance to stretch its legs on a run to the Nanoli track. The ‘EA888 Evo’ 2.0-litre TSI engine is the epitome of refinement and possibly the smoothest turbo-petrol in the premium segment. It lacks a bit of low-end punch, but likes to be revved and encourages visits to the 6,000rpm redline. The Tayron is a happy cruiser too, and feels nice and planted at expressway speeds in a VW sort of way. 

Peeling off the expressway onto the poorly paved, single-lane roads leading to Nanoli exposes a weak chink in the Tayron R-Line – a crashy ride that makes the body jar. The true culprit is the low 45-profile tyres the R-Line comes with, and their short sidewalls simply can’t cushion sharp edges, ruts and jagged tarmac well enough. I suspect the lower-spec Tayron Life, recently launched at Rs 41.99 lakh, is a cheaper and more practical option with the less sporty spec and taller 55-profile tyres. 

Low-profile tyres impact ride comfort.

Living with the Tayron R-Line, you discover the smaller details that go some way in justifying the hefty Rs 46.99 lakh price. Cabin materials feel genuinely plush – the stitching, fit and finish and tasteful use of ambient lighting – though I have to say some of the trim did creak on bad roads. There’s good storage space too, which makes long-distance driving with your family a pleasant affair. What stood out for me was the clarity and ease of use of the infotainment system. Large fonts, smooth and slick operation and a nicely intuitive menu make it easy to operate on the go. 

Seats comfy for long hours behind the wheel.

Other things that stood out after a long drive were the seats – supremely comfortable and not too hard and stiff like those in Volkswagens of the past. These seats have well-judged cushioning, and what makes them special is that they also give your upper body good and even support. 

Fuel efficiency is not the strength of a turbo-petrol, and E20 now being the only choice doesn’t help matters. In the city, we could only muster up 6.2kpl, whilst on the sole highway run to Nanoli, we averaged 11.2kpl.

Volkswagen Tayron R-Line test data

Odometer4,421km
PriceRs 47.74 lakh (ex-showroom, India)
Economy8.7kpl (this month)
Maintenance costNone
FaultsNone
Previous reportNone
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Exploring Utah in a Ford Expedition: Utah by the book

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Exploring Utah in a Ford Expedition: Utah by the book
UTAH BY THE BOOK

In the analogue age, I planned road trips with paper maps, fluorescent highlighters and dog-eared guidebooks. Lately, however, Uncle Claude and Aunty Gemini have lured me into the world of artificial intelligence. When I asked them to suggest an adventurous drive through south Utah, they both recommended similar itineraries. It was like asking the chef at a dhaba to surprise me with something unusual and being served butter chicken instead. Zion, Bryce Canyon and Arches. Three magnificent National Parks connected by smooth highways and comfortable hotels.

Our search engine for Utah beyond the tourist trail. No signal required.

This route hits Utah’s greatest highlights, featuring soaring cliffs, towering hoodoos and delicate sandstone arches. However, the parks are often so busy that sedans circle overflowing car parks, rather like sharks patiently circling a lifeboat. I wanted roads that filtered out sedans and coaches, demanded preparation and delivered adventure, where the SUV became part of the journey rather than mere transport.

So, I turned my back on the algorithm and went analogue. While ordering the DeLorme Utah Atlas, Amazon suggested Freda J. Ryland’s Utah’s Best Kept Secrets, promising another Utah of mesas, switchbacks, unspoiled canyons, lonely dirt roads beyond the cellular umbrella and skies dark enough to make galaxies glow.

Her book was fuel for wanderlust; an invitation into a hidden Utah for those willing to stray off the tarmac. Though its typesetting suggested a clandestine hand-operated press during the Quit India movement, its content was pure gold. Paired with the DeLorme atlas and offline Gaia GPS, the trio was as dependable as egg, bacon and toast. Freda chose the destination, the atlas found the route, and Gaia confirmed where we were. What followed often felt like driving into a fairy tale.

Off-grid Utah demands a dependable 4×4. The Tremor waded rivers, shrugged off loose gravel, tenacious clay and steep gradients, and kept going long after the tarmac lost interest.

None of it would have happened without the Ford Expedition Tremor, our fairy godmother. A tad tubby at over two tonnes, it came with a locking rear differential instead of a magic wand. The twin-turbocharged 3.5-litre EcoBoost V6 dispatched highway miles effortlessly. Once the tarmac disappeared, the Tremor earned its keep, shrugging off clay, loose rock, river crossings and deeply rutted tracks with nonchalant competence.

Follow her gaze. A long-gone artist still finds an audience a thousand years on. Utah is peppered with petroglyphs.

We forayed deeper into Utah’s wild, unadulterated beauty, beyond the tourist grid. To secret trails and solitude, to dinosaur tracks in ancient rock and to petroglyphs spanning two millennia, many still a mystery. I couldn’t help wondering if some ancient scribbling was simply the 2 BC equivalent of ‘Vinod loves Veronica’.

The first road to justify Freda’s confidence was Utah Scenic Byway 12, climbing out of Escalante towards Boulder through the folded canyons of Grand Staircase-Escalante National Monument, among the last regions in the contiguous US to be properly surveyed. Past Calf Creek, the road narrowed onto a hogback, a ribbon of blacktop along a ridge, with the ground dropping hundreds of feet on both sides. Red rock canyons fell open left and right, and for a few minutes it felt like driving along the spine of the Earth.

The windscreen became Utah’s widescreen, live streaming breathtaking views with hardly a break. This is Scenic Byway 12 between Escalante and Boulder.

At Boulder, we turned onto the Burr Trail, first beaten into the landscape by cattleman John Burr in the mid 1800s. Soon the road slipped past Long Canyon, colloquially called Singing Canyon because its towering, tapering walls possess the sort of acoustics that could make a bathroom baritone believe he had missed his calling. I sang a few notes and was astonished when the sandstone tuned my discordant tone to the smoothness of Sinatra.

Then the scenery became rather more serious. In 1948, the Atomic Energy Commission arrived looking for uranium, widening the trail and blasting switchbacks that tumble nearly 800 feet in less than a mile into the Waterpocket Fold, a colossal wrinkle in the earth running nearly a hundred miles across southern Utah, its tilted rock exposed in great bands of colour. We descended towards Ticaboo as the Fold surrendered to open desert.

Morning coffee on the tailgate. The Expedition’s roomy interiors meant we could pull up and spend the night wherever we fancied.

We were hoping to camp at Muley Point, but we hadn’t accounted for Utah waylaying us with stupendous scenery, another slot canyon or lonely butte persuading us to stop every few miles. Around sunset, Muley Point was still hours away, so we turned into a secluded canyon and spent the night there, one of the trip’s happiest failures. We dropped the two rear seat rows into a flatbed, laid out a mattress, and slept under a sunroof full of stars and the Milky Way. We had camped at the base of the Henry Mountains, so remote that surveyors called them the Unknown Mountains until 1869.

The next morning, we pushed on to Muley Point through Bears Ears National Monument, named for a pair of buttes that really do resemble a bear’s ears poking above the treeline. An unmarked turn led to Muley Point, where the land simply stops a thousand feet above the San Juan River’s looping canyons, with views stretching to Monument Valley.

Look at the rocks above the Expedition. See anything? Someone did, and named it Lady in the Bathtub. Now try unseeing it. Welcome to the Valley of the Gods, where mesas and buttes come with wonderfully imaginative names.

Our next destination was the Valley of the Gods, the guidebook’s hidden Monument Valley twin. But first came the Moki Dugway, three miles of unpaved switchbacks blasted into Cedar Mesa in 1958 for trucks hauling uranium ore, dropping 1,100 feet at an 11 percent grade. The Tremor accepted the challenge with the calm assurance of a seasoned mountain guide.

At the bottom, a short detour brought us to Goosenecks State Park, where the San Juan River travels almost six miles in meanders to advance barely a mile and a half as the crow flies. From there, we turned into the Valley of the Gods, a dirt road meandering between sandstone monuments, nature’s own sculptures, with eccentric names. One was the Lady in the Bathtub. Had I not known the name, I might have seen only a rock. But once told, there she was, sitting bolt upright at one end of an enormous bath, her hair piled high and her back rather primly straight.

The Shafer Trail looked less like a road and more like a cartographer’s casual squiggle joining the top and bottom of a sandstone cliff. Then we drove it.

We slept another night in the car at the base of Rooster Butte, then rolled into urban Moab, our base for exploring the Needles and Island in the Sky districts of Canyonlands National Park, including the strange geological puzzle of Upheaval Dome. The highlight, though, was driving the Shafer Trail.

From the top, it was hard to believe vehicles drove down what looked like a pencil sketch etched onto a sandstone cliff.
The trail began as a foot route, widened for cattle by rancher John “Sog” Shafer, then again in the 1950s for the uranium trucks that shaped the Burr Trail and Moki Dugway.

The Needles, Canyonlands – a forest of red and white banded sandstone spires, stained by iron and carved improbably thin by water patiently working through every crack.

The Expedition tipped over the edge, and we were committed. The Tremor crept down in low range, engine barely above idle, brakes doing quiet, constant work as gravel skittered from under the tyres. Every switchback flung the door mirror out over open air, nothing but red rock and sky where the road should have been, and my stomach dropped a beat before the front wheels found the turn. The cabin stayed eerily composed, no lurch, no scrabble for grip, while everything outside the glass insisted we should be afraid. At the bottom, the Colorado River came into view, and I exhaled properly for the first time in twenty minutes.

The warning isn’t for broken roads, but for deep clay bogs that require the torque and traction of a 4×4 to escape.

The final road I want to tell you about is the 80-mile loop through Cathedral Valley. According to Ms Ryland, this was Capitol Reef at its most remote – towering monoliths, strange badlands and perfect seclusion. At the entrance, a sign minced no words: ‘Road Impassable for Most Vehicles. Travel at Your Own Risk’.

The dirt road climbs through the Bentonite Hills, bands of grey, purple and blue-green clay laid down eighty million years ago in an ancient inland sea, eroded into slopes that look lunar. Beyond them, the land opens onto a high bench where the Temples of the Sun and Moon stand, solitary honey-coloured monoliths like remnants of cathedrals of a long-lost civilisation.

What struck me most, standing before the Temple of the Sun, was how closely its silhouette echoed the thirteenth-century Temple of the Sun I knew well – still standing tall in Konark, Orissa. That was shaped by human hands wielding hammers and chisels, whereas this one by wind and water.

In the Cathedral Valley at The Temple of the Sun. Eighty million years in the making; no chisel required.

Most visitors run the Cathedral Valley Loop clockwise, meeting the Fremont River crossing at the start. We’d gone the other way, so it arrived at the very end, just short of Highway 24. Torrid brown water gushed across our path. Not crossing would mean backtracking 80 miles.

I waded in first to check for stone underfoot rather than clay, reading whether the current had strong opinions about being crossed. Satisfied, I waved the Tremor forward, and my partner drove it straight through, water climbing the doors. Then crossed again to pick me up, and once more just for fun, proof this was a vehicle built to encourage this kind of tomfoolery.

After Cathedral Valley, the long drive back to ordinary life began, the odometer past 1,300 miles. Looking back on those twelve days, I’m glad I chose the path not well trodden, as Robert Frost once suggested, in a digital age where it’s easiest to let the machines pick the route.

A badly printed, albeit meticulously researched book, an atlas, and a Ford that never once flinched had taken us somewhere far better than any algorithm would have dared suggest. Rather than a destination ticked off, Utah became one truly experienced, and that made all the difference.

The essentials

Self-sufficiency matters: A little preparation separates adventure from discomfort.

Water: Carry more than you think you need. We kept 20 litres in the Expedition.

Provisions: Stock up on energy bars, trail mix, fruit, chocolate, canned food, instant noodles, jerky and coffee. A camping stove is invaluable for hot meals in the middle of nowhere.

Fuel: Fill up whenever you can. Distances are vast and stations scarce.

Navigation: Download offline maps and carry a paper atlas. The DeLorme Utah Atlas and Gaia GPS worked well.

Clothing: Hot days, cold nights. Pack a warm layer and a sleeping bag.

Footwear: Sturdy hiking shoes.

Sun protection: A wide-brimmed hat, sunglasses, sunscreen and lip balm.

Vehicle: A high-clearance 4WD.

In-car essentials: First-aid kit, head torch, tyre gauge, air compressor and puncture repair kit.

Allow extra time. Utah ambushes you with one view after another, and the best memories happen at unplanned stops.

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Defender: A tale of two V8s

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Defender: A tale of two V8s
land rover defender V8 comparison

SUVs powered by V8 engines are becoming rarer by the day. Downsizing, electrification, ever‑tightening emissions regulations – the V8 is fading. Yet here we are in 2026, with Land Rover offering not one but two V8s. On the same model! Calls for a mini celebration, doesn’t it? And something of a journey of discovery. So how, and why, does the Defender come powered by two distinctly different V8s? Are they different enough to co-exist? Do their specifications tell a story? And are they fundamentally different from behind the wheel? Answers to these and more in this fascinating tale of two V8s.

Individual identity

The Octa looks much more menacing than the regular Defender.

Job number one: telling them apart. Which is relatively easy when you have the two sitting cheek by jowl. But out on their own, with no reference and no back-and-forth visual comparison, it’s more difficult.

Now, most of us – at least those of us who admire the Defender – know the Octa. A bold move from Land Rover, it comes with BMW’s 4.4‑litre twin‑turbo S68 under the louvered bonnet. That, and its linked suspension, which make the Octa super stable over rough ground. Not only does it get the V8 from BMW’s sledgehammer M5, the Octa, like all good performance cars, wears its intent on the outside. A wider stance, flared wheel arches, square exhaust tips and a stance that screams ‘Defender on steroids’. Most of the visual enhancements are also functional, but it also looks wide-shouldered and bulked up without going over the top… a job well done. And then, of course, there is the Octa badge, both on the grille and behind the ‘C’ pillar.

L: The Defender V8 gets more traditional rounded exhausts; R: The Octa’s quad rectangular exhaust tips stand out.

The Defender V8, which gets Jaguar’s AJ133 engine, is much stealthier and less in your face. From the outside, it looks like a regular Defender. No V8 badge, no identifying features, nothing. In fact, look at it from the front or the side, and it’s almost impossible to tell. You can, however, tell from the rear. The horizontally placed quad round exhausts stick out at the rear and clearly tell you this is something special. Otherwise, this is a regular Defender – attractive and full of visual appeal, but not something that stands out as something special. Could this be the Defender’s best‑kept secret?

Supercharged slayer

Defender V8 gets ‘supercharged’ written on the cover.

From behind the wheel, the differences are stark. The AJ133 engine is a familiar friend, earlier seen in many a Jaguar and Range Rover. In this Defender, it produces 425hp, with a large Roots-type supercharger adding some refined whine to the exhaust note. The sound that dominates, however, is a silky-smooth but unmistakable V8 ‘woofle’. Rev the engine even slightly, and a meaty growl emerges with crisp burbles on the overrun. It’s not AMG loud, nowhere near, or as raucous either, but the sound of the honey-smooth V8 is pure theatre and just gets me grinning. Why does it sound so clear and clean? There’s no turbo muffling the exhaust note, of course, and no turbo lag either. Which also explains the immediacy of the throttle responses.

In fact, tap the pedal even from idle, and the Defender V8 shoots forward, the crankshaft-driven supercharger pumping air into the engine instantly. This makes the Defender V8 feel light on its feet, and what’s even more charming is that it pulls cleanly in the mid-range, the engine spinning freely and enthusiastically towards the top. This is addictive, and long pulls to the redline are just so much fun. If you value thoroughbred engine characteristics over everything else, this engine will delight you.

Supercharger makes for instant low-end response from the AJ V8.

Now, putting so much performance into a dedicated off-roader may seem futile. But what Land Rover has done is make the Defender fundamentally sound. It’s not a ladder frame, for one, so when you drive around corners, it manages to do it in a neat and tidy manner. And that’s despite the additional weighty hardware like bulky differentials, stout driveshafts, and a robust transfer case, all needed for serious off-roading and not just slippery conditions.

So it comes as something of a surprise that the Defender V8, with its light steering and neat and tidy driving manners, can handle the performance without any fuss. It speaks volumes about how well Land Rover has engineered this platform and given it both loads of on-road capability as well as bona fide off-road chops.

The AJ-V8-powered Defender is not as effective a performance machine as the Octa.

Try and use all the performance all the time, and that feeling of composure slowly fades. You start feeling the bulk, you want more stability and confidence from the brakes, and the gearbox feels slow and laid back. And what’s this, no paddle shifters? Huh?

All pumped up

The Defender Octa amps it up to another level. Bold, brash and devastatingly effective when its full potential is unleashed, it is an all new type of animal. Initial impressions, however, immediately tell you the V8 is turbocharged. Squeeze the throttle, and the responses are initially laid back. This is especially true in comparison to the supercharged V8.

Both engines are brilliant, but both are also very distinct in the manner in which they make power.

Once past the initial softness in the throttle, however, it surges forward with relentless force, a flood of torque unleashed from the turbos spooling up. And that’s even if you haven’t pinned the throttle. A few more purposeful prods of the throttle, and the massive gulf in performance between the two Defenders is soon apparent. It’s not the 0-100kph or even the 0-150kph times, it’s just the massive surge you feel in raw thrust when you feed in the throttle.

The BMW‑sourced 4.4‑litre twin‑turbo V8 is a technological powerhouse and one of the most technically complex engines around. With 635hp and up to 800Nm in launch mode, it transforms the Defender into something approaching a super off-roader. And where the Jaguar engine is all about response, this BMW one, in contrast, is all about mid‑range and top-end muscle. In fact, knock back a few gears on the quick gearbox, plant your foot, and the Defender Octa charges forward with such ferocity that you’ll question the need for anything faster.

Where the BMW engine also differs is in the soundtrack. At low revs, the turbos and cross-bank exhaust system muffle and mute the V8’s natural exuberance and growl. But while the engine sounds are muffled at low revs, they soon build into a deep, muscular roar as the revs climb. Clearly not as sweet or as sonorous as the Jaguar V8, but well in line with the heady performance the Octa delivers.  

Octa badge (and BMW part number) tell the BMW V8-powered Defender apart.

The Octa also sits higher off the ground, thanks to its Tenneco‑Monroe 6D suspension system. This clever setup links all four dampers, acting like a virtual anti‑roll bar. The result is uncanny composure as the Octa just smothers broken roads. Drive over a poorly paved surface, and you initially feel there’s something not right. The layer of insulation between the road and you is so thick, you feel almost nothing. No big movements, no being tossed around, no big thuds. And then, what really is a game changer is that the Octa stays relatively flat when you hurl it into a corner, the tall SUV staying composed and relaxed while off-road-centric tyres howl away in protest. And it isn’t just well composed in corners, there’s very little pitching either, so you fly down poorly paved and broken sections like you are riding a hovercraft-like stable platform.

This technical marvel allows the two‑and‑a‑half‑tonne off‑roader to feel agile and secure, furthering the impression that the Octa is a Defender on steroids. Also of note, this genuinely feels like two SUVs in one – a real off-roader and the other a bona fide performance SUV that can carry real speed and put power down even on gravel, dirt tracks and unpaved sections.

Defenders of the faith

So why two V8s? The answer lies in the regulations. The AJ V8 cannot meet upcoming Euro 7 norms, but India doesn’t yet enforce equivalent standards. And that allows JLR to continue offering it here. The BMW V8 future‑proofs the Defender and has created an all-new type of performance off-roader with the Octa.

These performance off-roaders are so accomplished on road, they genuinely are multi-role SUVs.

It’s also a clever product strategy. The AJ V8-powered Defender starts at Rs 1.40 crore, offering V8 thrills at a much more affordable price. The more capable Defender Octa, on the other hand, starts at a much loftier Rs 2.62 crore. One has the traditional feel of a V8, smooth, refined and powerful; the other is a bona fide performance icon, with brutal power delivery and a massive ability to carry speed over just about any surface.  

Two distinct flavours, two distinct price points, one model line.

The Defender’s dual‑V8 strategy is nothing short of remarkable. In a world where eight‑cylinders are disappearing, Land Rover offers buyers a choice between a supercharged and a turbocharged V8. Together, they make the Defender unique. And that makes this one of the most fascinating chapters in the Defender story. Take a bow, Land Rover.  

Bits, bolts, and burbles

BMW’s S68 is an ‘M’ engine that displaces 4.4 litres. It uses an aluminium block and heads, and a cross-plane crankshaft. The bore and stroke dimensions (89mm × 88.3mm) are typically BMW – square. The engine revs to 7,200rpm, and the DOHC valvetrain gets an electrically actuated VANOS system for faster, more precise camshaft phasing. The hot vee twin-turbo layout is designed to reduce turbo lag, and the cross-bank exhaust manifold merges pulses to optimise turbine efficiency. This sacrifices some of the traditional V8 burble but sharpens response. To handle the extra loads, a high-capacity oil pump with an external oil cooler ensures consistent pressure under high lateral loads, while a multi-stage cooling circuit stabilises temperatures during track use. The S68 also integrates a 48V mild-hybrid system that provides a 9kW and 200Nm of torque fill.

Defender V8 fact file

 110 P425*Octa
PriceRs 1.40 croreRs 2.62 crore
Kerb weight2,434kg2,585kg
Engine5,000cc supercharged V84,395cc twin-turbo V8
Bore and stroke92.5mm x 93.0mm89mm x 88.3mm
Compression ratio9.510.5
Power425hp at 6600rpm635hp at 7000rpm
Torque550Nm from 1800-5000rpm750Nm from 1800-5855rpm
Claimed 0-100kph time5.8sec4.0sec
Maximum speed191kph250kph

*The supercharged-V8 Defender variants are temporarily unavailable for purchase in India, but they’re expected to return soon.

The Jaguar AJ V8 is a family of aluminium V8s produced from 1996 onwards. Offered in naturally aspirated and supercharged forms, it was Jaguar’s flagship petrol engine, engineered to combine refinement with strong performance. Evolving through three generations, the aluminium block and heads kept weight down to around 205-215kg, and it used chain driven camshafts, later evolving to double roller chains for greater durability. Supercharged “R” variants like the one in the Defender pushed outputs to 450hp, giving cars like the XJR and XKR formidable pace at the time. By 2009, the Gen III AJ V8 expanded to 5.0 litres (94 × 92mm bore and stroke), introduced direct fuel injection, and raised compression to 11.5:1. Power on the supercharged versions could exceed 500hp, and this 450hp version, with a bit of digital massaging, could also be made to increase in power.

All prices are ex-showroom, India.

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Suzuki e-Access road test, review

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Suzuki e-Access road test, review
Suzuki e-Access front left side riding shot on road

Suzuki first showed the e-Access back in January 2025, but it was actually launched only a year later, in January 2026. While the e-Access has definitely lost the first mover advantage in the burgeoning EV market, has it at least come prepared? 

e-Access Design and Features – 6/10

Unusual design won’t be to everyone’s tastes, features aren’t ground-breaking.

The e-Access is a ground-up new product, which has very little shared with its massively popular petrol-powered namesake. Its design is a clean-sheet one, and most people found it quite polarising. The swooping, double ‘duck-bill’ front end, mated to a contrasting, boxy rear section, doesn’t really gel well cohesively. Like all Suzuki two-wheelers, the e-Access feels solidly built, and the quality is quite decent too. 

Decent is also a good way to describe its feature set, which includes the same bright and logically laid-out 4.2-inch TFT display as the 125cc Access and Burgman Street. In terms of riding modes, there are 3 in total – Eco, Ride B and Ride A – but on the move, you can only switch between Eco and either of the Ride modes. Both Ride A and Ride B give you full power, and the only difference is in the levels of regenerative braking. A has stronger regen, while in B, it is more gentle. To toggle between A and B, you have to be at a standstill, and this is a needless hoop to jump through.  

Suzuki e-Access key fob
Keyless ignition convenient to have, and very few e-scooters offer it today.

The feature set also includes a very convenient keyless ignition system, a spacious, open cubby on the front apron with a USB-A charger and an oddly-shaped, very small 17-litre underseat boot. In an age where most rivals routinely offer 30-35 litres of boot space, the e-Access falls woefully short, and in fact, even the latest-gen ICE Access gives you more. 

Suzuki e-Access boot
17L boot feels archaic today, charger cables need to be folded just right to fit inside.

It comes with a reasonably sized 600W charger, which took 6 hours flat to top up a flat battery to full. Suzuki also provides a well-thought-out bag in which you can store the charger, which is another neat touch. However, if you don’t pack the charger’s cables just right and place the bag inside the boot, it won’t close. Moreover, once the charger is in the boot, there’s very little free space available. This is a consequence of Suzuki positioning the batteries under the seat, which also has some ramifications on the scooter’s handling, but more on that later. 

One silver lining is that the e-Access’ seat stays in the position you leave it in once you open it, courtesy of a small spring-loaded mechanism at the hinge, which is quite a neat touch. 

Suzuki e-Access seat open
Seat stays open on its own without needing to keep it manually propped open.

e-Access Performance and Range – 6/10

Range and performance are just about adequate.

Every EV has shortcomings, but the important question is, can they be overlooked in the interest of the savings it brings via lower running costs? Unlike most mainstream manufacturers, which use NMC (Nickel Manganese Cobalt) batteries, Suzuki has chosen LFP (Lithium Ferrous Phosphate) chemistry for the e-Access. LFP cells typically have a longer life and lower risk of thermal runaway incidents, but the trade-off is lower energy density, and ergo, lower range.

Suzuki e-Access left side profile riding shot on road
Neutral ergonomics and well-judged suspension help keep you comfortable.

With a 3.072kWh LFP battery pack and a claimed 95km IDC range, range was never going to be the e-Access’ USP. In our tests, using Ride A mode (maximum power, maximum regenerative braking), we managed to cover a little over 88km on a single charge. This is a decent number in isolation, but quite a bit lower compared to rivals with similarly sized batteries, which can cover upwards of 100km. 

One positive is that, once the range indicator had calibrated to our riding style, its predictions proved to be accurate, and the number shown on screen could be relied upon as the actual distance you’d go. Using Eco mode will obviously increase range on a single charge, but performance will be much gentler. What is nice is that even in Eco, the e-Access can maintain pace with big-city traffic as well as climb flyovers.

Suzuki e-Access motor
Motor delivers power in a predictable, unhurried manner, but the powertrain is quite noisy.

While the performance never feels inadequate, it is definitely a letdown on a machine bearing the ‘Access’ badge. In our tests, the e-Access took nearly 12 seconds to complete the 0-60kph sprint, which not only makes it slower than most other well-known e-scooters, but also much slower than the Access 125 that takes 7.68s for the same test. In fact, its performance, even in the most powerful Ride A mode, is so mellow that even the gentle Honda Activa 110 would leave it in the dust in a traffic-light grand prix. Another bug bear we have with the e-Access’ powertrain is that the powertrain is on the noisier side among all the reputed EVs on sale today.

e-Access Ride and Handling – 7/10

It’s light, easy and intuitive to ride, but over-eager handling is a mismatch.

To sit on, the e-Access feels pleasantly ‘normal’, and while this is certainly a compact machine, taller riders will be reasonably accommodated. However, while its low 765mm perch will be welcoming for shorter folks, riders over 6 feet will find it a bit too low. With a flat seat, spacious floorboard and well-tuned suspension, the e-Access is quite a comfortable machine and will isolate you to a great degree from all but the worst of bumps on our roads. 

Suzuki e-Access monoshock
Suspension is well set up and shields you from bumps, but is more taut than floaty.

Like the new Burgman, its suspension is not overtly soft and feels quite taut, which isn’t necessarily a deal breaker, but something to watch out for. Braking power is quite good, although the lack of ABS and a sharp bite mean you have to be mindful when slowing down. 

Suzuki e-Access front brake
Brakes work well, but are quite sharp and bitey. Lack of ABS is a downer at this price.

At 122kg, it is fairly light, and slicing through traffic is a breeze. In fact, the scooter displays a tendency to lean over onto its side quicker than you’d expect, which is partly down to its smaller 12-in wheels and thinner tyres. It is also another consequence of Suzuki mounting the battery pack vertically under the seat. As a result of the centre of gravity being fairly high, the e-Access almost ‘falls’ into a corner, and this behaviour won’t be to everyone’s liking.

e-Access Price and Verdict – 6/10

All said and done, it’s not the average features, tiny storage area, mellow performance or lacklustre range which will dissuade you from buying it. These are all things that buyers could overlook in exchange for the quality assurance that comes with the Suzuki Access name. However, the deal breaker here is the super-steep Rs 1.92 lakh asking price, which is very difficult to justify when similarly specced, proven options from reputed Indian brands like TVS, Bajaj, Vida (Hero) and Ather cost up to Rs 60,000 less. 

Suzuki e-Access rear right side static on road
Gets some things right, but it’s far too expensive.

The e-Access gets some things right, like good comfort, and has typical Japanese strengths, like the promise of reliability, longevity and good quality. However, today’s market values a good price point without compromising on range, storage and quick charging times. For the e-Access to follow in the successful footsteps of its ICE namesake, simply leveraging an established name and charging an unreasonably stiff premium for it is unlikely to pay off.

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Car insurance explained: Everything you need to know

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Car insurance explained: Everything you need to know
Car insurance

Car insurance is an essential part of vehicle ownership, yet it is often one of the least understood. While third-party insurance is mandatory for vehicles used on public roads in India, owners can choose from different types of cover depending on the protection they need. Here’s everything you need to know about car insurance, from coverage and claims to renewals and add-ons.

1. What is car insurance and why is it mandatory?

Car insurance protects vehicle owners against specified financial losses arising from accidents and other insured events. Depending on the policy, it can cover damage to your own vehicle, liability towards third parties, or both.

Third-party insurance is mandatory for vehicles used on public roads in India. It covers the owner’s legal liability for injury, death or property damage caused to a third party. Driving without valid third-party insurance is an offence.

2. What are the different types of car insurance?

Car insurance is broadly available as third-party liability insurance, comprehensive insurance and standalone own-damage insurance.

Third-party insurance covers liability towards others but not damage to your own vehicle. A comprehensive or package policy combines third-party liability with own-damage cover for the insured vehicle, subject to the policy’s terms and exclusions. A standalone own-damage policy covers damage to your own vehicle and is bought alongside a separate third-party policy.

New private cars are also sold with long-term third-party cover. A common bundled arrangement provides three years of third-party cover and one year of own-damage cover.

3. What does third-party insurance cover?

Third-party insurance covers the legal liability arising if your vehicle causes injury, death or property damage to another person. It does not cover damage to your own vehicle. Owners who want cover for their own car need an own-damage or comprehensive/package policy.

4. What does comprehensive insurance cover?

A comprehensive or package policy combines third-party liability cover with own-damage protection. Depending on the policy, own-damage cover can include losses caused by accidents, theft, fire, floods, earthquakes and other natural or man-made events.

The exact coverage and exclusions vary between policies. Optional add-ons can provide additional protection for specific risks.

5. How do you make a car insurance claim?

Inform your insurer as soon as possible after an accident, theft or other insured event. A police complaint may also be required, depending on the circumstances, particularly for theft.

The insurer may arrange a vehicle inspection or assess the claim using photographs and documents submitted digitally. Once the claim is approved, the repair process can proceed. The documents required vary by claim, but may include the policy, registration certificate, driving licence, claim form, repair estimate and invoices.

6. What is the difference between cashless and reimbursement claims?

With a cashless claim, the vehicle is repaired at an insurer’s network garage and the insurer settles the approved repair amount directly with the workshop. The owner pays applicable deductibles and any costs not covered by the policy.

With a reimbursement claim, the owner pays the repair bill first and then submits the required documents to the insurer for reimbursement of the eligible amount. The availability and process of cashless repairs depend on the insurer’s network and policy terms.

7. How is your car insurance premium calculated?

The premium depends on factors including the vehicle’s IDV, age, engine capacity, registration details, previous claims and the insurer’s own pricing. The cost of optional add-ons and applicable discounts can also affect the final premium.

Third-party liability premiums are set by IRDAI, while own-damage premiums are priced by individual insurers. This is why premiums for similar own-damage cover can differ between insurers.

8. What is a No Claim Bonus (NCB)?

A No Claim Bonus is a discount on the own-damage premium earned for claim-free policy periods. It applies to the policyholder, not the vehicle, and can generally be carried over when changing insurers or buying another car, subject to the applicable conditions.

An own-damage claim can affect the NCB at the next renewal, although an NCB-protection add-on may preserve it subject to its terms.

9. What is Insured Declared Value (IDV), and why does it matter?

The Insured Declared Value is the sum insured for the vehicle under the own-damage section of the policy. It represents the vehicle’s insured value and is used when settling a total-loss or theft claim, subject to the policy terms. IDV also affects the own-damage premium. As the vehicle depreciates, its IDV generally reduces.

10. What is a deductible in car insurance?

A deductible is the portion of an eligible claim that the policyholder has to bear. A compulsory deductible applies to the policy as prescribed, while a voluntary deductible is an additional amount the owner chooses to bear in return for a lower premium. A higher voluntary deductible means a larger share of the repair bill has to be paid by the owner when a claim is made.

11. Which car insurance add-ons are worth considering?

Add-ons provide cover beyond the standard policy for an additional premium. Common options include zero depreciation, engine protection, roadside assistance, return-to-invoice, consumables, tyre protection, key protection and NCB protection.

Their usefulness depends on the vehicle, its age and how it is used. Owners should compare the additional premium with the specific protection each add-on provides rather than buying every available option.

12. What is zero depreciation insurance, and is it worth buying?

Zero depreciation, also known as nil depreciation or bumper-to-bumper cover, reduces or removes the depreciation deduction applied to eligible parts when settling an own-damage claim. This can reduce the amount the owner has to pay towards a covered repair.

The add-on generally costs extra and may have eligibility conditions, claim limits or exclusions depending on the insurer. It is more commonly available for newer cars.

13. What is not covered by car insurance?

A comprehensive policy does not cover every type of loss. Common exclusions include normal wear and tear, damage from mechanical or electrical failure that is not caused by an insured event, and losses arising while the vehicle is being used in breach of the policy or applicable law.

Claims can also be affected if the driver does not have a valid licence or is driving under the influence of alcohol or drugs. Consequential damage may also be excluded unless specifically covered by an add-on. The exact exclusions are set out in the policy wording.

14. Can modifications affect your car insurance?

Yes. Modifications or changes to the vehicle should be disclosed to the insurer. This includes additions such as CNG or LPG kits, which also need to be recorded with the relevant registering authority.

If an approved modification changes the vehicle’s value or risk, the insurer may require an endorsement or additional premium. Failing to disclose relevant modifications can affect a claim.

15. What can cause a car insurance claim to be rejected?

A claim can be rejected or reduced if the loss falls outside the policy’s coverage or if policy conditions have not been met. Examples include driving without a valid licence, driving under the influence, using the vehicle for an excluded purpose, or making false or incomplete declarations.

Damage caused by an excluded event or normal wear and tear is also not payable under a standard comprehensive policy. The exact reasons for rejection depend on the policy wording and circumstances of the claim.

16. How does the age of your car affect insurance premiums?

A car’s IDV generally falls as it gets older because of depreciation. Since IDV is one of the factors used to determine the own-damage premium, this can reduce the own-damage portion of the premium over time. However, the final premium also depends on factors such as the insurer, claims history, vehicle details and selected add-ons.

17. What happens if your car insurance expires, and how do you renew it?

Owners should renew their policy before it expires to avoid a break in cover. A vehicle cannot legally be driven on public roads without valid third-party insurance. If a policy has lapsed, the insurer may require the vehicle to be inspected before issuing a new policy. IRDAI also states that a break in insurance can result in inspection and additional charges.

18. Can you switch insurance companies at renewal?

Yes. You can change insurers when renewing your own-damage or comprehensive policy. Compare the coverage, exclusions, IDV, deductibles, network garages, add-ons and premium rather than choosing solely on price. Your NCB can generally be carried over when you change insurers, provided you submit the required proof of entitlement.

19. Can you transfer your car insurance when selling your vehicle?

Yes. Insurance can be transferred to the buyer when a vehicle is sold, but the insurer must be informed and the required transfer process completed. The NCB belongs to the original policyholder and does not transfer with the vehicle. For comprehensive/package policies, IRDAI states that the transfer of ownership should be recorded within 14 days of the transfer of ownership.

20. What should you check before buying or renewing car insurance?

Don’t compare policies on premium alone. Check the coverage, exclusions, IDV, deductibles, add-ons, network garages and claims process. Also check when the third-party and own-damage portions expire, particularly if you have a bundled policy. A cheaper policy may offer a lower IDV, higher deductible or narrower coverage, so the lowest premium is not necessarily the best-value option.

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BMW opens bookings for the i5 LWB in India

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BMW opens bookings for the i5 LWB in India
BMW opens bookings for the i5 LWB First Edition in India

BMW has started accepting bookings for the i5 LWB First Edition in India, set for launch in a few weeks. Just 99 units of the long wheelbase electric sedan will be sold here initially, and they will be locally manufactured at BMW’s Chennai facility. This also confirms our November 2025 exclusive that BMW will launch the i5 LWB in India this year.

BMW i5 LWB details so far

The carmaker has confirmed that the i5 LWB will come with an 81.6kWh battery pack, offering a maximum range of 669km (on the modified Indian driving cycle or MIDC). Power output stands at 268hp, and the sedan sprints from 0-100kph in 6.7 seconds. Rear-axle air suspension will be on offer as well. Early testing, including our standard i5 review, found that the soft suspension and low ride height made it prone to scraping on speed breakers, but BMW claims that the LWB sedan’s ground clearance has been enhanced. It remains to be seen how well it performs on Indian roads.

Though the list of features of the India-spec car hasn’t been revealed, one can expect similar kit to the standard i5. It could pack