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BMW i7 50 xDrive review – All The Luxury You Need

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BMW i7 50 xDrive review - All The Luxury You Need
BMW i7 50 xDrive front quarter tracking

The BMW i7 has been embraced wholeheartedly by India’s ultra-high-net-worth buyers. Since its launch in 2023, it has dominated the high-end luxury sedan space, and interestingly, has consistently outsold its own petrol sibling. In fact, around 60 percent of 7 Series buyers have opted for the EV. With the 2026 i7 now being locally assembled in India and the i7 50 xDrive priced at Rs 1.95 crore, exactly at par with the petrol 740, BMW expects the scales to tilt even further in favour of the electric version.

BMW has also introduced the significantly more powerful i7 M70 xDrive. However, as a full import priced at Rs 2.65 crore, it commands a substantial Rs 70 lakh premium, which is likely to limit its appeal. For most buyers then, the locally assembled i7 50 xDrive is expected to remain the sweet spot of the range.

BMW i7 50 xDrive Exterior Design and Engineering – 8/10

The cleaned-up styling looks significantly more palatable than its predecessor.

BMW has made substantial changes to the i7’s styling. The DRLs are now longer and slimmer, and feature a crystalline effect that looks absolutely stunning up close. The oversized kidney grille has also been redesigned and, like before, remains illuminated. The air dam adopts a more rectangular design, the headlamps are vertically oriented, and the excessive black treatment has been done away with completely.

The tyres appear undersized but owners are unlikely to complain given the ride comfort benefits that come with the higher-profile tyres.   

New 20-inch alloy wheels replace the outgoing version’s 21-inch units. While some might argue they appear slightly undersized, owners are unlikely to complain given the ride comfort benefits that come with the higher-profile tyres.

Like the front, the rear has also been cleaned up. There’s a new diffuser, broader tail-lamps, and a neater bumper design. Overall, this iteration looks significantly more palatable than its predecessor, and in the optional two-tone paint finish of our test car, road presence was immense.

BMW i7 50 xDrive Interior Space and Comfort – 9/10

The redesigned dashboard adds freshness and previews the direction BMW’s future interiors are expected to take.

The i7’s dashboard has been completely redesigned, adding much-needed freshness while also previewing the direction BMW’s future interiors are expected to take. The biggest talking point is the deletion of the conventional instrument cluster. In its place sits a new panoramic head-up display positioned right at the base of the windscreen, projecting a wealth of information. It is highly customisable and, besides essentials like speed, charge status and warnings, can display motor speed, navigation, compass information, audio details, date and time, outside temperature, air quality, or even one of BMW’s Art Cars as a decorative element in the remaining six slots. The display is sharp, brilliantly executed, and sits naturally within your field of vision without becoming distracting.

A panoramic head-up display projects a wealth of information, it’s highly customisable and the display is sharp and brilliantly executed.

As for design, the new steering wheel is far more divisive. Its octagonal shape, combined with spokes extending from the horn boss at the 12 and 6 o’clock positions, makes it look unconventional. The light-coloured finish is also likely to be difficult to keep clean — you may even find yourself asking your chauffeur to wear gloves. On the plus side, it feels pleasant to hold, and the controls, though limited in number and not individual buttons, are satisfying to use.

There’s also a new 17.9-inch free-standing touchscreen along with a smaller passenger display, both adopting a parallelogram shape. Curiously, the top-right corner of the central screen appears as though it has been chipped off, although that isn’t actually the case. Generous ambient lighting, crystalline detailing for the drive selector, volume controller and start-stop button, silver speaker grilles, and an overall light-coloured cabin theme further elevate the sense of luxury.

A one-touch relaxation mode transforms the rear seat into a lounge-like position. Updated 8K theatre screen is still part of the package.

Expectedly, the seats are supremely comfortable. All four seats get heating, ventilation and massage functions. Additionally, the rear-left seat features a one-touch relaxation mode that transforms it into a lounge-like position, complete with a raised ottoman, a fully-forward front passenger seat, and a fold-down footrest. Sadly, like the outgoing model, the spare wheel remains mounted on the boot floor, significantly compromising luggage capacity.

BMW i7 50 xDrive Features and Safety – 10/10

The i7 50 M Sport comes loaded with virtually every feature luxury sedan buyers could ask for. The new panoramic end-to-end head-up display replaces the conventional instrument cluster and is not only unique and highly customisable, but also exceptionally well executed. The 17.9-inch touchscreen is new too, and now benefits from additional shortcut keys in addition to permanently displayed climate-control functions, making it marginally easier to operate than before. However, the user interface still feels somewhat overwhelming, with an abundance of functions buried within multiple sub-menus.

 The central screen is marginally easier to operate than before. The new front passenger entertainment display is likely to be of limited relevance to most owners.

Also new is a front passenger entertainment display, though we suspect it will be of limited relevance to most owners. The new 31.3-inch 8K rear theatre screen, on the other hand, is likely to see much greater use, particularly on longer journeys.

Carried over from the outgoing version and continuing to add a sense of occasion are the powered doors, which open and close at the touch of a button.

Its Bowers & Wilkins Diamond Surround Sound System with Dolby Atmos delivers an incredibly immersive audio experience. 

The highlight, however, is the outstanding Bowers & Wilkins Diamond Surround Sound System with Dolby Atmos and a whopping 35 speakers. It even delivers a 4D experience, with a pronounced thump felt through all four seats. The result is an incredibly immersive audio experience that is sure to impress even the most discerning audiophile.

BMW i7 50 xDrive Performance and Refinement – 9/10

 Its performance feels effortless and reassuring, while the accelerator calibration is smooth and progressive for everyday driving.

The i7 50 xDrive uses a dual-motor setup producing a combined 483hp and 660Nm, which is more than adequate for a luxury sedan of this nature. There’s rarely any need to switch out of Efficient mode because there is always a vast reserve of torque available. The effortless performance feels reassuring, while the accelerator calibration is smooth and progressive during everyday driving.

Press the accelerator beyond the halfway mark and the i7 takes off like a scalded cat. Acceleration is rapid, with this 2.8-tonne luxury sedan sprinting from 0-100kph in just 5.5 seconds and reaching 200kph in a shade under 19 seconds. Owners can also choose to activate synthetic motor sounds that play through the speakers, adding a dramatic, sci-fi soundtrack to acceleration. These can be switched off entirely for a completely silent experience.

There are multiple regenerative braking settings, including Adaptive, High, Mid and Low. Of these, Adaptive stands out for its excellent calibration, intelligently varying regeneration and coasting based on traffic and road conditions. There’s also a dedicated one-pedal ‘B’ mode selectable via the drive selector. It delivers regeneration similar to the High setting but, unlike it, can bring the car to a complete stop without any brake pedal input.

BMW i7 50 xDrive Range and Efficiency – 9/10

The i7 50 xDrive gets a larger 112.5kWh battery pack with NMC cell chemistry, replacing the outgoing version’s 101.7kWh unit. As a result, this version claims a WLTP range of up to 728km. Although we haven’t yet subjected it to our range tests, we expect it to comfortably deliver over 500km in real-world conditions, which is more than sufficient for most users. BMW claims the battery can charge from 10-80 percent in 28 minutes using a 250kW (or higher) DC fast charger. On a 22kW AC charger, a full charge takes approximately six hours.

BMW i7 50 xDrive Ride Comfort and Handling – 10/10

What’s truly impressive is the pillowy ride quality. It shrugs off badly broken roads with ease, and maintains excellent body control.

Piloting the i7 may initially seem intimidating given its considerable dimensions, but its light steering and rear-axle steering significantly aid manoeuvrability. The latter allows the rear wheels to turn either with or against the fronts by up to 3.5 degrees, helping the car feel remarkably agile for its size.

What’s truly impressive is the pillowy ride quality. The thick, high-profile tyres add another layer of cushioning, allowing the i7 to shrug off even badly broken roads with ease. It absorbs potholes effortlessly, keeps road shocks well isolated, and maintains excellent body control. Passengers are also spared the uncomfortable side-to-side movements over unusually rough patches.

Selecting Sport mode does firm things up slightly, but while the air suspension becomes tauter and body control improves further, ride comfort never suffers. Handling feels predictable and, thanks to xDrive all-wheel drive, the i7 feels exceptionally planted and offers impressive grip when tackling corners. Rear-wheel steering also does a remarkable job of disguising its size.

In short, the i7 can be driven surprisingly enthusiastically, and for a luxo-barge, it drives exceptionally well. We would, however, recommend leaving the steering in Comfort mode, as it feels unnecessarily heavy in Sport.

The suspension raises by 20mm over the 136mm standard setting, allowing it to clear all but the most poorly designed obstacles.

Sport mode also lowers the ride height by 10mm from the standard 136mm setting. While beneficial for dynamics, it makes the underbody vulnerable even on relatively small speed breakers. Thankfully, two taps on the touchscreen raise the suspension by 20mm over the standard setting, allowing it to clear all but the most poorly designed obstacles. Cabin insulation is outstanding too, keeping road, wind and ambient noise effectively isolated from occupants.

BMW i7 50 xDrive Price and Verdict – 9/10

At Rs 1.95 crore, the locally assembled i7 50 xDrive is priced exactly at par with the petrol-powered 740 and is even a few lakhs more affordable than its chief rival, the Mercedes-Benz S-Class. Yet pricing alone isn’t what makes the i7 such a compelling proposition.

What truly sets it apart is the sheer sense of occasion it delivers. Its styling is bold, the cabin feels genuinely special, ride comfort is exceptional, and the level of technology on offer significantly elevates its desirability. Add to that an extraordinary audio system and the effortless refinement that only a luxury EV can deliver, and the i7 feels every bit the flagship it is.

Yes, luggage space remains compromised by the spare wheel placement, and the touchscreen interface isn’t quite as intuitive as that of its chief rival. But in this segment, neither is likely to be a deal-breaker.

The bigger takeaway is that BMW has successfully made the electric version of its flagship sedan the more desirable one. For buyers seeking luxury, comfort and technology, the i7 50 xDrive isn’t merely an excellent EV, it’s quite simply all the luxury car you’ll ever need.

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Bentley Torcal revealed ahead of mid-2027 India launch

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Bentley Torcal revealed ahead of mid-2027 India launch
Bentley-Torcal-front-quarter-static

For 107 years, Bentley has been defined by what sits under the bonnet: supercharged Blowers, mighty W12s and thundering V8s. The Torcal has none of that. It’s Bentley’s fourth model line and its first electric car. It slots in below the Bentayga, and it will never get a petrol engine. Bentley also calls it the template for every Bentley that follows, whatever the powertrain.

Like many modern Bentleys, the Torcal is named after a natural wonder. El Torcal de Antequera is a dramatic landscape of weathered limestone in southern Spain. The car is also the first Bentley to wear the brand’s redesigned, modernised emblem, which was revealed last year. That leaves one question that matters. Take away the engine, and is it still a Bentley? We haven’t driven it yet, so the full answer will have to wait. After a close look at the First Edition, the fully loaded launch car, there’s plenty to go on.

Bentley Torcal exterior design: light is the new chrome

Designing an EV for a brand with this much pedigree was never going to be easy, but Robin Page’s in-house team at Crewe has done a fine job. The Torcal sits 50mm lower and is 120mm shorter than a standard-wheelbase Bentayga, yet it looks the better proportioned of the two. The wheelbase is just over three metres, the car is about five metres long, and the overhangs are short. Bentley’s signature ‘endless bonnet’ does much of the visual heavy lifting.

The Torcal gets a clear polycarbonate panel with diamond-like elements for a grille. 

An EV doesn’t need a grille for cooling, but Bentley argues that a car without one is faceless. The Torcal’s solution is an illuminated one with crystal-effect, diamond-like elements set behind a clear polycarbonate panel. It’s the car’s signature piece, and it will look spectacular filling someone’s rear-view mirror. The face echoes the Continental T, reinterpreted through slim, high-tech lighting.

The flanks are deliberately free of fussy creases. The cabin tapers towards the rear so the body can swell over the back wheels, a look the designers call the ‘resting beast’. At the back, Bentley claims are some of the slimmest tail-lamps in the industry. A U-shaped motif ties them together and emphasises the car’s width.

U-shaped motif at the rear ties the tail lamps together. 

Our car rode on 22-inch wheels. The core car gets 21s as standard, and India-spec cars may well get the smaller, higher-profile rim. Other neat touches include a charging flap that slides open when you wave a hand over it, and a 90-litre frunk under that long bonnet. The 460-litre boot isn’t especially generous, and there’s no spare wheel, only a puncture repair kit. On Indian roads that could be an issue, though most owners will simply leave a flat to the chauffeur to fix 

Bentley Torcal interior: Screens, with restraint

The cabin is completely new, and the tricks start before you’re inside. All four doors are powered and radar-controlled. The driver shuts theirs by pressing the brake pedal, and passengers can close theirs simply by buckling up.

The first thing you notice is that Bentley hasn’t turned the Torcal into an iPad showroom. The centrepiece is the curved OLED centre screen. It doesn’t perch on the dash like a tablet; it sweeps down and flows into the centre console as one continuous form, and nothing else in the class looks quite like it. The OLED panel gives deep blacks and rich colours, and the curve brings every corner of the display within easier reach. Crucially, physical controls haven’t been binned. The switches have a beautiful knurled finish and satisfying, precise clicks, and purists will love them.

A curved OLED touchscreen infotainment is the centrepiece of the interior. 

There’s one gripe. The direction of the front air vents is set through the touchscreen, a trend creeping into many luxury cars, and a physical slider would have been far nicer. Otherwise, we haven’t seen any car balance digital and physical controls better.

The tech runs deep. A facial-recognition camera in the rear-view mirror identifies the driver and loads their seat, steering and ADAS settings. An augmented-reality head-up display projects navigation arrows and hazard markers into the driver’s line of sight.

Curated experience

Twist the rotary collar around the starter button and you cycle through four Experience Modes. Each one changes the cabin’s lighting, sound, climate and displays as well as the car’s dynamics.

Rotary dial around the starter button can be used to cycle through four Experience modes. 

Sport bathes the cabin in blue rather than the expected red. Bentley’s reasoning is that red signals anger while blue signals focus, which makes it a better colour for driving fast. Bentley mode balances performance and comfort. Comfort mode calms things down and offers a ‘digital detox’ that hides all but essential information. Refresh ups the fresh-air flow and brightens the lighting.

Drumming up character

The hardest thing about an electric Bentley is making it feel like a Bentley. For traditional owners, that means sound. The 6¾-litre V8 is iconic, but it was never a perfect engine. Bentley’s view is that its flaws, like in humans, give it emotion and character. So rather than synthesising a flawless digital imitation, Bentley recorded real musicians on drums, viola and bass guitar. The result is the ‘Dynamic Symphony’, complete with tiny imperfections. It responds to torque demand and speed, grows louder in Sport, and can be switched off entirely. 

Optional Naim audio brings 28 speakers with Dolby Atmos 7.1 

The attention to sound goes further. The indicator tick is a recording of a hammer striking leather in Bentley’s upholstery workshop, and the touchscreen chime comes from a crystal glass. Standard audio is a 620W, 16-speaker system. The Naim option runs to 1,780W and 28 speakers, with headrest speakers, seat shakers and Dolby Atmos 7.1 

Material world

Materials are traditional Bentley, pushed further. There are wood veneers less than a millimetre thick, crisp aluminium and a deep piano black. Leather comes in 15 shades. The real headline is the world’s first 100 per cent Merino wool automotive fabric, developed with Somerset weavers Fox Brothers.

Scope for personalisation is vast, with 15 different shades just for the leather. 

New Mulliner finishes include Ombré Walnut, which presses up to 1,000 layers of walnut off-cuts and recycled paper into a veneer that fades from black to smoke. Sunburst Aluminium reinterprets the engine-turned dashboards of old Bentleys. Overhead, the Frosted Diamond sunroof uses switchable glass, so you decide how much light floods in. The scope for personalisation is vast. A second car we saw, trimmed in lighter upholstery with far more brushed aluminium, felt like a different interior altogether.

Bentley Trocal back seat experience 

Legroom and headroom at the back are quite decent. 

The rear seat matters most for Indian buyers, many of whom will be chauffeured. It’s impressive for a car smaller than a Bentayga. Under-thigh support is genuinely good, which is rare in an EV, where the battery usually pushes the floor up. Legroom and headroom are decent, though this is ultimately a car to be driven.

The rear climate vents get the physical controls the front vents lack. There are heated and cooled seats, and three USB-C ports, one of them rated at 100W for charging a laptop. The rear bench is also the first in a Bentley to power-fold.

Bentley Torcal specs, battery and range 

The Torcal gets a 113kWh battery for a claimed WLTP range of 600km. 

The Torcal rides on the PPE platform that underpins Porsche’s Cayenne Electric. The Cayenne tops 1,100hp in its most potent form, but Bentley has deliberately stopped short. The flagship makes 888hp and 1,350Nm, the most torque of any Bentley ever and has launch control which I doubt will ever be used!  That’s enough to take a roughly 2.7-tonne SUV from 0-100kph in 2.9 seconds. Bentley’s research found that most customers find anything more violent uncomfortable.

Two permanent-magnet motors draw from a 113kWh (net), 800V battery, which carries a 10-year, 100,000-mile warranty. Claimed range is 600km WLTP. This is a continent-crosser, so charging speed was a priority. On a 400kW charger, a 10-80 per cent top-up takes 16 minutes, and around 160km of range goes in during a seven-minute coffee stop. India currently has no such high-speed chargers, yet. 

It also gets fully active suspension and rear-wheel steering. 

The chassis is Bentley’s most advanced yet. Fully active suspension replaces anti-roll bars altogether, and five degrees of rear-wheel steer shrink the turning circle to 11.1m. Carbon-ceramic brakes with 440mm front discs are optional. The ADAS suite uses 25 radars, sensors and cameras. It can reverse the car along the last 50 metres of its route, and it can park itself in a designated space up to 200 metres away.

Bentley Torcal India launch plans 

The Torcal arrives in India in the second half of 2027. It’s a smidgen smaller than the Bentayga but will be substantially pricier, because EVs don’t get the same customs-duty benefit under the new UK-India FTA. Expect around Rs 4.5 crore, ex-showroom. Is it worth it? We’ll tell you once we’ve driven it. Standing still, at least, the Torcal makes a convincing case that a Bentley without an engine is still a Bentley.

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Top-spec MG Hector Tomahawk EV vs base-spec Mahindra XEV 9S compared

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Top-spec MG Hector Tomahawk EV vs base-spec Mahindra XEV 9S compared
MG Hector Tomahawk EV vs Mahindra XEV 9S: Specs, features and price compared

The MG Hector Tomahawk EV and Mahindra XEV 9S are EVs that can seat up to seven passengers, but when it comes to variant-wise pricing, the models differ quite a lot. The top-spec Tomahawk EV Essence is priced at Rs 23.5 lakh, ex-showroom, which is close to the range-starting XEV 9S Pack One Above at Rs 23.4 lakh (with the 79kWh battery pack). Here, we compare these trims to see what you get with each EV.

MG Hector Tomahawk EV vs Mahindra XEV 9S: Dimensions

MG Hector Tomahawk EV Essence vs Mahindra XEV 9S Pack One Above: Dimensions

Model

Hector Tomahawk EV

XEV 9S Pack One Above

Length (mm)

4,745

4,737

Width (mm)

1,850

1,900

Height (mm)

1,770

1,747

Wheelbase (mm)

2,810

2,762

Frunk (L)

N/A

150

Boot space (L)

192-528 (7str)/ 
610 (5str)

527 (7str)

Ground clearance (mm)

230

222

The MG Hector Tomahawk EV is slightly longer than the Mahindra XEV 9S by 7mm and it is also 23mm taller, but 50mm narrower. Tomahawk’s wheelbase is 48mm longer as well. Overall, the Tomahawk EV is larger than the Mahindra in every dimension except width. Its 230mm ground clearance, measured to the battery, is also class-best.

Both SUVs use 18-inch wheels. The XEV 9S has a 150-litre frunk, while the Tomahawk EV does not have one. In the seven-seat layout, the Tomahawk EV offers 528 litres with the third row folded. That compares with 527 litres in the XEV 9S with its third row folded. 

MG Hector Tomahawk EV vs Mahindra XEV 9S: Powertrain specs

MG Hector Tomahawk EV Essence vs Mahindra XEV 9S Pack One Above: Powertrain specs

Model

Hector Tomahawk EV

XEV 9S Pack One Above

Battery size (kWh)

69.2

79

Electric motor setup

Single, front

Single, rear

Power (hp)

204

286

Torque (Nm)

310

380

0-100kph sprint time (s)

8.2

7

MIDC range (km)

517

679

AC charging time (hours)

12.5 (7.4kW)

11.7 (7.2kW), 8 (11.2kW)

DC charging time (mins)

35 (90kW)

20 (180kW)

Clearly, the Mahindra XEV 9S has the more powerful powertrain, with 286hp and 380Nm compared to the Hector Tomahawk EV’s 204hp and 310Nm. That is an 82hp and 70Nm advantage for the Mahindra. It’s also quicker, with a claimed 0-100kph time of 7 seconds, which is 1.2 seconds quicker than the MG. The Tomahawk EV has front-wheel drive layout, while the XEV 9S uses a rear-wheel drive setup.

The XEV 9S also gets a larger 79kWh battery, compared to the Tomahawk EV’s 69.2kWh unit. This gives it a claimed MIDC range of 679km, which is 162km more than the MG’s 517km figure.

With AC charging, the XEV 9S takes 11.7 hours with a 7.2kW charger and 8 hours with an 11.2kW charger, compared to 12.5 hours for the Tomahawk EV with its 7.4kW charger. On DC charging, the XEV 9S takes 20 minutes from 20-80 percent with a 180kW charger, while the Tomahawk EV takes 35 minutes from 30-80 percent with a 90kW charger. The charging times claimed by the carmakers are based on different battery SoC ranges, so they are not directly comparable.

MG Hector Tomahawk EV vs Mahindra XEV 9S: Exterior features

MG Hector Tomahawk EV Essence vs Mahindra XEV 9S Pack One Above: Exterior features

Model

Hector Tomahawk EV

XEV 9S Pack One Above

Headlamps

LED

LED projector

Tail-lights

LED

LED

Fog lamps

No

No

Electrically adjustable ORVMs

Yes

Yes

Powered folding ORVMs

Yes

No

Turn indicators on ORVMs

Yes

Yes

Door handles

Pull type

Flush fitting

Wheels

18-inch, alloy

18-inch, steel with cover

Powered tail-gate

Yes

No

Connected light bar

N/A

Front

Rear spoler

Yes

Yes

Despite the XEV 9S Pack One Above being the range-starting trim, it packs a largely similar set of features to the top-spec Tomahawk EV, including LED tail-lights, electrically adjustable ORVMs with turn indicators and rear spoilers. The XEV 9S gets LED projector headlamps, while the Tomahawk EV gets regular LED units. The two also differ in their door handles, with the Tomahawk featuring pull-type ones and the XEV 9S getting flush-fitting units.

The top-spec Hector Tomahawk EV does have a few additional features over the range-starting XEV 9S, including alloy wheels, powered folding ORVMs and a powered tailgate. Interestingly, even the top-spec XEV 9S does not get a powered tailgate. Front fog lamps are missing from the entire Tomahawk range, while higher XEV 9S trims get them.

MG Hector Tomahawk EV vs Mahindra XEV 9S: Interior features

MG Hector Tomahawk EV Essence vs Mahindra XEV 9S Pack One Above: Interior features

Model

Hector Tomahawk EV

XEV 9S Pack One Above

Touchscreen

15.6 inch

12.3 inch

Digital driver’s display

8.8 inch

12.3 inch

Passenger screen

N/A

12.3 inch

Speakers

10

6

Sunroof

Panoramic

Panoramic

Ventilated front seats

Yes

No

Second-row centre armrest

Yes

Yes

Wireless charger

Yes

No

Ambient lighting

Yes

No

Apple CarPlay and Android Auto

Wireless

Wireless

Rear sunshades

Yes

No

Inside, the XEV 9S gets a three-screen setup – 12.3-inch digital driver’s display, central touchscreen and passenger display – right from its base trim. The Tomahawk EV, meanwhile, gets a massive 15.6-inch central touchscreen and an 8.8-inch driver’s display, with no passenger screen. 

Both SUVs get a panoramic sunroof, second-row centre armrest and wireless Apple CarPlay and Android Auto, but the MG SUV has a few features that the base-spec XEV 9S misses, including ventilated front seats, a wireless charger, ambient lighting and rear sunshades. It also gets a 10-speaker system compared to the XEV 9S’s six speakers.

MG Hector Tomahawk EV vs Mahindra XEV 9S: Driving features

MG Hector Tomahawk EV Essence vs Mahindra XEV 9S Pack One Above: Driving features

Model

Hector Tomahawk EV

XEV 9S Pack One Above

Drive modes

Yes

Yes

Battery regen modes

Yes

Yes

Cruise control

Adaptive

Manual

There is little to separate the two EVs here. The main difference is that the Tomahawk EV gets adaptive cruise control, while the XEV 9S Pack One Above gets only regular manual cruise control.

MG Hector Tomahawk EV vs Mahindra XEV 9S: Safety features

MG Hector Tomahawk EV Essence vs Mahindra XEV 9S Pack One Above: Safety features

Model

Hector Tomahawk EV

XEV 9S Pack One Above

Airbags

6

6

360-degree camera

Yes

No

Electronic parking brake

Yes

Yes

ISOFIX seat anchors

Yes

Yes

Tyre-pressure monitoring system

Yes

Yes

Rear defogger

Yes

Yes

Rear wiper and washer

Yes

Yes

ADAS

Level 2

N/A

Both SUVs are evenly matched on several basic safety features. The top-spec Tomahawk EV, however, has an advantage with a 360-degree camera and Level 2 ADAS, both of which are missing from the XEV 9S Pack One Above.

MG Hector Tomahawk EV vs Mahindra XEV 9S: Verdict

MG Hector Tomahawk EV Essence vs Mahindra XEV 9S Pack One Above: Prices

Model

Hector Tomahawk EV

XEV 9S Pack One Above

Price (Rs lakh)

23-23.5

23.4 (with 11.2kW charger)

Between the MG Hector Tomahawk EV Essence vs Mahindra XEV 9S Pack One Above, our pick is the latter. The Mahindra XEV 9S is priced higher than the MG Tomahawk EV, but what is interesting is that even the range-starting trim makes a strong case against the more accessible MG. It gets a larger battery pack, a higher claimed range, faster charging speed compatibility and a more powerful electric motor. On the features front too, the base-spec Pack One Above trim gets a good mix of equipment and is not bare-bones, as is the case with some other cars.

However, if you specifically want a five-seater SUV with plenty of boot space and a long list of features, the Tomahawk EV can be considered; the XEV 9S does not offer the choice of a 5-seater layout.

Prices mentioned above are ex-showroom.

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Hyundai Venue N Line vs Skoda Kushaq turbo-petrol automatic performance compared

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Hyundai Venue N Line vs Skoda Kushaq turbo-petrol automatic performance compared
Hyundai Venue N Line vs Skoda Kushaq turbo-petrol automatic performance compared

The Hyundai Venue N Line is one of the most performance-oriented cars in the compact SUV space, and it comes with a 1.0-litre 3-cylinder turbo-petrol engine. While the Skoda Kushaq is positioned a segment above, it is also offered with a 1.0-litre turbo-petrol engine at a slightly higher price. If you are looking for a performance-oriented, fun-to-drive SUV, should you go for the Venue N Line or upgrade to the Kushaq? We compare the Venue N Line DCT with the Kushaq AT to find out. 

Hyundai Venue N Line DCT vs Skoda Kushaq AT: Price, specs

The Kushaq is larger and heavier, and is more expensive than the Venue N Line

Hyundai Venue N Line vs Skoda Kushaq: Specifications and price

 

Venue N Line

Kushaq

Engine

3-cyl, turbo-petrol

3-cyl, turbo-petrol

Displacement (cc)

998

999

Power (hp)

120

115

Torque (Nm)

172

178

Gearbox

7-speed DCT

8-speed AT

Kerb weight (kg)

1,258

1,300

Power to weight (hp/tonne)

96

88.46

Torque to weight (Nm/tonne)

137.6

136.92

Price range (Rs, lakh)

11.56-15.49

12.89-17.89

Both the Venue N Line and Skoda Kushaq get a 1.0-litre 3-cylinder TGDi turbo-petrol engine with similar outputs. However, the SUVs use very different automatic gearboxes – the Venue N Line gets a 7-speed dual-clutch automatic (DCT) while the Kushaq is offered with an 8-speed torque converter automatic gearbox (AT). The midsize Kushaq is larger than the compact Venue N Line and is 42kg heavier. The additional 5hp and weight advantage mean the Venue N Line has a slightly better power-to-weight ratio, but the torque-to-weight ratio is similar for both SUVs.

The Kushaq’s AT variants are pricier than the Venue N Line’s DCT variants, with the entry-spec variant asking Rs 1.33 lakh more and the top-spec variant asking Rs 2.4 lakh more.

Hyundai Venue N Line DCT vs Skoda Kushaq AT: 0-100kph test

The Kushaq posts a slightly quicker 0-100kph time

Hyundai Venue N Line DCT vs Skoda Kushaq AT: Acceleration from standstill

Speed

Venue N Line 1.0TP DCT

Kushaq 1.0TP AT

20kph

1.69 seconds

1.16 seconds

40kph

3.35 seconds

2.65 seconds

60kph

5.50 seconds

4.97 seconds

80kph

8.18 seconds

8.06 seconds

100kph

11.93 seconds

11.83 seconds

120kph

17.78 seconds

17.57 seconds

Right off the line, the Kushaq gets a better launch. This is mainly because of its torque converter automatic gearbox, which allows it to launch more aggressively than the Venue N Line’s DCT, which has been deliberately dulled to improve clutch longevity. This advantage from initial acceleration continues even when the SUVs reach 100kph, when the Kushaq AT records a slightly quicker time by 0.10 seconds than the Venue N Line DCT.

Both the automatic variants of the Venue N Line and Kushaq are offered with paddle shifters, but the Venue N Line is offered with three drive modes: Eco, Normal and Sport, and traction modes which can tweak the throttle response as desired. For the real-world performance tests, we used the Venue N Line in the ‘Sport’ mode. Such modes are absent on the Kushaq.

Hyundai Venue N Line DCT vs Skoda Kushaq AT: Rolling acceleration test

Venue N Line DCT posts quicker rolling acceleration times than Kushaq AT

Hyundai Venue N Line DCT vs Skoda Kushaq AT: Rolling acceleration

Speed

Venue N Line 1.0TP DCT

Kushaq 1.0TP AT

20-80kph

6.21 seconds

6.81 seconds

40-100kph

8.34 seconds

8.88 seconds

Once past the initial turbo lag, the Venue N Line offers strong performance as the computer does not slip the clutch to save it while downshifting aggressively. This is also visible in the rolling acceleration results, where the Venue N Line turbo-DCT powertrain posts quicker 20-80kph and 40-100kph acceleration times in kickdown mode by 0.60 seconds and 0.54 seconds, respectively.

The Skoda Kushaq is quicker off the line, but the Venue N Line excels in rolling acceleration. So, if you have the budget and need a bigger car, you can go with the Kushaq, and if not, the Venue N Line is a good enough option if you want a fun-to-drive SUV.

Autocar India’s testing standards

Before we conduct our performance tests, we check and maintain tyre pressures based on the manufacturer’s recommendation and ensure the car has a full tank of fuel. The car is then tested in a controlled environment with two people on board, and the data is collected via highly accurate GPS-based timing equipment.

Prices are ex-showroom, India. 

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Which Mahindra XUV 3XO variant should you buy?

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Which Mahindra XUV 3XO variant should you buy?
Mahindra XUV 3XO variant-wise features

Mahindra launched the XUV 3XO in April 2024 as the facelifted version of the XUV300, with a redesigned exterior and interior, and new convenience and safety features. Over the years, the manufacturer has rejigged the variant-wise feature distribution and has added RevX trims to keep it relevant in the highly contested compact SUV space. Currently, the XUV 3XO is being offered in 11 trims and with 3 engine options. Among these, which variant should you choose? Let us find out.

Mahindra XUV 3XO powertrain options and prices

Available in 11 trims, offered with two turbo-petrol and a diesel engine option

Mahindra offers the XUV 3XO with two turbo-petrol engines and a diesel mill. These include a 1.2-litre MPFi turbo-petrol engine producing 111hp and 200Nm, a 1.2-litre TGDi turbo-petrol engine producing 131hp and 230Nm, and a 1.5-litre diesel engine producing 117hp and 300Nm. Both turbo-petrol engines are offered with a choice between a 6-speed manual and a 6-speed torque converter automatic transmission (AT). The diesel engine is paired with either a 6-speed manual or a 6-speed automated manual transmission (AMT). 

Here are the powertrain-wise prices of the Mahindra XUV 3XO:

Mahindra XUV 3XO variant-wise ex-showroom prices (in Rs, lakh) 

 

Turbo-petrol MT

Turbo-petrol AT

Diesel MT

Diesel AMT

MX1

7.79

–

–

–

MX2

–

–

9.36

–

RevX M

8.59

–

–

–

RevX M (O)

9.09

9.99

–

–

RevX Edge

9.39

10.59

10.59

–

RevX Edge (O)

9.89

11.09

11.09

11.91

AX5

10.30

11.88

11.40

12.20

RevX A

11.28

12.40

–

–

AX5L

12.03

13.28

–

–

AX7

12.20

13.34

13.04

13.80

AX7L

13.33

15.04

14.08

–

In the Mahindra XUV 3XO lineup, the more potent 131hp 1.2-litre TGDi turbo-petrol engine is offered only with the higher-spec RevX A, AX5L, AX7 and AX7L trims. The other lower-spec trims are offered with the 111hp 1.2-litre MPFi turbo-petrol engine. 

Mahindra XUV 3XO colour options

Offered in 8 exterior hues, all of which are offered in dual-tone options too

Mahindra XUV 3XO Tango Red colour option. 

The Mahindra XUV 3XO is offered in eight colour options: Citrine Yellow, Deep Forest, Dune Beige, Everest White, Galaxy Grey, Nebula Blue, Stealth Black, and Tango Red. All these colours are also offered in a dual-tone shade featuring either a Stealth Black or a Galvano Grey roof. Among these hues, only the Everest White, Galaxy Grey, Tango Red, Nebula Blue, and Stealth Black are being offered with the RevX trims. 

Mahindra XUV 3XO variant-wise features

The top-spec AX7L’s dashboard image is shown for representational purposes only.  

MX1

Price: Rs 7.79 lakh

Powertrain: 111hp turbo petrol MT

  • Projector halogen headlights
  • LED taillights
  • LED turn indicators
  • 16-inch steel wheels
  • Electrically adjustable outside rearview mirrors (ORVMs)
  • Manual AC with rear vents
  • All four power windows with one-touch down on the driver-side window
  • USB Type-C charging ports for front and rear passengers
  • 12V charging socket for front passengers
  • Front centre armrest with integrated storage space
  • Adjustable headrests on 2nd row (except middle passenger seat)
  • 60:40 split rear seat
  • Auto engine start/stop
  • 6 airbags
  • Rear parking sensors
  • Height-adjustable seatbelts for front passengers
  • ISOFIX child seat anchorages
  • Electronic stability control (ESC)

 

MX2

Price: Rs 9.36 lakh

Powertrain: 117hp diesel MT

Features over MX1

  • 10.25-inch infotainment touchscreen
  • Wired Android Auto and Apple CarPlay
  • 4-speaker sound system
  • Steering-mounted audio controls
  • Keyless entry
  • Follow-me-home headlight function
  • USB Type-A port for front passengers

 

RevX M

Price: Rs 8.59 lakh

Powertrain: 111hp turbo petrol MT

Features over MX2

  • Height-adjustable driver seat (manual)
  • Black leatherette seat upholstery
  • Black wheel covers on 16-inch steel wheels
  • Rear centre armrest with cupholders
  • Adjustable headrest for 2nd row middle passenger seat
  • Body coloured or Gunmetal Grey grille
  • Dual-tone roof

 

RevX M (O)

Price: Rs 9.09 lakh to Rs 9.99 lakh

Powertrain: 111hp turbo petrol MT/AT, 117hp diesel-MT 

Features over RevX M

  • Single-pane sunroof

 

RevX Edge

Price: Rs 9.39 lakh to Rs 10.59 lakh

Powertrain: 111hp turbo petrol MT/AT

Features over RevX M

  • Wireless Android Auto and wired Apple CarPlay
  • Rear parking camera
  • Cruise control

 

RevX Edge (O)

Price: Rs 9.89 lakh to Rs 11.09 lakh

Powertrain: 111hp turbo petrol MT/AT, 117hp diesel-MT/AMT

Features over RevX Edge

  • Panoramic sunroof
  • Push-button start/stop
  • Electrically folding ORVMs
  • Auto headlights and wipers
  • Passive keyless entry
  • Roof rails

 

AX5

Price: Rs 10.30 lakh to Rs 12.20 lakh

Powertrain: 111hp turbo petrol MT/AT, 117hp diesel-MT/AMT 

Features over MX2

  • 10.25-inch digital instrument cluster
  • 10.25-inch infotainment touchscreen
  • Wireless Android Auto and Apple CarPlay
  • 6-speaker sound system
  • Connected car technology with built-in navigation
  • Dual-zone automatic climate control
  • Single-pane sunroof
  • Rear parking camera
  • Tyre pressure monitoring system (TPMS)
  • Auto projector LED headlights and LED DRLs
  • Connected LED taillights
  • Rear wiper and washers
  • Automatic wipers
  • Rear defogger
  • Passive keyless entry
  • Push-button start/stop
  • Electrically folding ORVMs
  • Height-adjustable driver’s seat (manual)
  • Rear centre armrest with cupholders
  • Leatherette-wrapped steering wheel and gear lever
  • One-touch up function for driver-side power window 

 

RevX A

Price: Rs 11.28 lakh to Rs 12.40 lakh

Powertrain: 131hp TGDi turbo petrol MT/AT

Features over AX5

  • Panoramic sunroof
  • Dolby Atmos surround-sound support
  • 16-inch black alloy wheels
  • Black leatherette seat upholstery
  • Body coloured or Gunmetal Grey grille
  • Dual-tone roof

 

AX5L

Price: Rs 12.03 lakh to Rs 13.28 lakh

Powertrain: 131hp TGDi turbo petrol MT/AT

Features over AX5

  • Level 2 advanced driver assistance system (ADAS)
  • 360-degree camera with blind-spot monitor
  • Wireless phone charger
  • Auto-dimming inside rearview mirror (IRVM)
  • Electronic parking brake with auto-hold function
  • Cooled glovebox
  • Dolby Atmos surround-sound support

 

AX7

Price: Rs 12.20 lakh to Rs 13.80 lakh

Powertrain: 131hp TGDi turbo petrol MT/AT, 117hp diesel MT/AMT 

Features over AX5

  • Panoramic sunroof
  • Wireless phone charger
  • Harman Kardon sound system with an amplifier and a subwoofer
  • Front LED fog lights 
  • 17-inch dual-tone alloy wheels
  • Front parking sensors
  • Cooled and illuminated glovebox 
  • Dolby Atmos surround-sound support
  • Soft-touch leatherette elements on dashboard and door trims

 

AX7L

Price: Rs 13.33 lakh to Rs 14.08 lakh

Powertrain: 131hp TGDi turbo petrol MT/AT, 117hp diesel MT 

Features over AX7

  • Level 2 ADAS
  • 360-degree camera with blind-spot assist
  • Electronic parking brake with auto-hold function

Which variant of the Mahindra XUV 3XO should you buy?

AX5L is recommended, but the RevX Edge (O) is a good option for budget buyers

The Mahindra XUV 3XO’s higher-spec AX5L offers a fine balance between value for money and a loaded feature list. The most significant feature misses in this trim include a panoramic sunroof and a Harman Kardon sound system, but it is still loaded with modern-day features. However, if you want a diesel engine, the AX7 is the option to go for, which also equips it with features missing on the AX5L. If you are on a budget, the mid-spec RevX Edge (O) is the most value-for-money trim in the SUV’s lineup. 

All prices are ex-showroom, India.

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The iCNG Runabout: Tata Nexon iCNG to Dholavira

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The iCNG Runabout: Tata Nexon iCNG to Dholavira
Tata Nexon iCNG on the Road to Heaven near Dholavira Gujarat

Road trips have a useful way of exposing compromises. A car can feel perfectly adequate around town, but add two people, luggage and a boot full of camera equipment, then point it towards a destination over 350km away, and you soon find out where the corners have been cut.

This was particularly interesting because we weren’t doing it in an ordinary petrol SUV. We were taking the Tata Nexon iCNG from Ahmedabad to Dholavira and back – more than 770km in total –  with everything we needed for an overnight stay and a full shoot.

Tata Nexon iCNG boot open

CNG cars traditionally come with a familiar list of compromises. Performance is one. Boot space is another. There is also the assumption that choosing CNG means giving up some of the equipment and driving appeal you would expect from a modern SUV.

The Nexon iCNG takes a different approach. Start with the engine. Its 1.2-litre turbocharged CNG powertrain makes it India’s only Turbo CNG offering, and the difference is noticeable on the open road. The point isn’t to turn a CNG car into a sports car; it is to make sure you don’t have to drive it differently simply because you’re running on CNG – and this makes all the difference when the brief is to drive across the magnificent state of Gujarat. 

Tata Nexon iCNG boot
The 321-litre boot is plenty, even when it looks like you’re relocating.

Once Ahmedabad disappeared behind us, the traffic thinned, the roads opened up, and the Nexon settled into an easy long-distance rhythm, with enough performance for overtaking and climbing gradients without the strained feeling you might associate with a CNG car.

Inside, there is little sense of compromise either. The Nexon iCNG retains the equipment expected of a modern SUV, including its large 10.25-inch touchscreen, digital instrumentation, ventilated seats, voice-assisted panoramic sunroof and 360-degree camera. The latter proved particularly useful when we inevitably found ourselves manoeuvring into tight spaces for photographs.

Tata Nexon iCNG spare tyre
Underbody-mounted spare wheel adds another layer of confidence on long road trips.

Then there is the boot. A conventional CNG cylinder can make luggage space something of an afterthought. The Nexon iCNG’s twin-cylinder layout puts the CNG tanks beneath the boot floor, leaving a proper luggage compartment and a spare wheel. For us, that meant camera bodies, lenses, tripods, overnight bags, and everything else could go in without sacrificing the rear seats.

The system also starts directly in CNG, making the transition almost irrelevant to the driver. And over the first few hundred kilometres, fuel was barely discussed. With CNG and petrol available, there was no need to plan the journey around the next filling station.

Tata Nexon iCNG on the way to Dholavira with flamingos
The Rann of Kutch is a popular destination for humans and flamingos alike.

The road itself provided more to think about. As we moved towards Kutch, traffic became sparse, villages grew further apart, and the vast Kutch sky revealed itself. Eventually we reached the Road to Heaven. The name is rather grand, but the road itself doesn’t need much embellishment. It runs almost arrow-straight through the Rann, with the white landscape opening out on either side. There is no great corner to attack and no climb to conquer. You simply drive into an enormous amount of empty space. We stopped, naturally. The cameras came out, the light changed into evening, and before we knew it, darkness crept up on us and made us head to our overnight halt.

Tata Nexon iCNG interior at Dholavira

By nightfall, we had covered more than 350km. We had also spent much of the day not thinking about the fact that this was a CNG SUV. The next morning, we turned around. The return journey passed more quickly, as they tend to. By the time Ahmedabad reappeared, the trip meter showed more than 770km. Two people, luggage and a boot full of camera equipment had gone to Dholavira and back without a fuel stop.

That is perhaps the more interesting measure of what the Nexon iCNG achieved. Not that it can cover 770km, but that doing so doesn’t require the usual concessions we have come to associate with CNG: no cramped boot, no reluctant engine, no sense of a stripped-out cabin and, in our case, no need to organise the journey around fuel.

Tata Nexon iCNG panoramic sunroof
The voice-activated panoramic sunroof really lets you appreciate the vast Kutch sky;
ventilated front seats are a godsend in hot and humid conditions (inset).

We set out to drive to the Road to Heaven and back. And the fact that we did it in a CNG-powered car without actually having to think about it only made the whole thing that much more special.

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Saudi’s CEER debuts with all-electric EXOBOT sedan and SUV

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Saudi's CEER debuts with all-electric EXOBOT sedan and SUV
Saudi Arabia's CEER reveals EXOBOT sedan and SUV EVs

CEER, Saudi Arabia’s national automotive company, revealed the EXOBOT sedan and SUV on Monday. This marks the brand’s entry into the passenger electric vehicle space as part of the industrial diversification targets under Saudi Vision 2030. The cars were revealed by Saudi Arabia’s Crown Prince and Prime Minister, Mohammed bin Salman bin Abdulaziz Al Saud. These vehicles will be produced at CEER manufacturing complex, the largest automotive production facility in the Middle East.

The EXOBOT sedan and SUV are the brand’s flagship electric vehicles, and they are part of a portfolio of seven models that will be revealed over the next five years. These include midsize and compact vehicles with different powertrain options.

About the CEER brand

Since its inception in 2022, CEER has secured partnerships with companies such as BMW, Hyundai and Rimac. It aims to achieve 45 percent local content in its cars by 2034, while designing, engineering and testing vehicles tailored to the specific requirements of Saudi Arabia and the region.

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Honda CB500 launched at Rs 2.75 lakh

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Honda CB500 launched at Rs 2.75 lakh
Honda CB500 on display at an event

The Honda CB500 was one of multiple models that Honda showcased in July as part of its broader product plans for India, and arguably the one that many enthusiasts were most eagerly awaiting. The CB500 brings an engine configuration that has long been missing from our market – a big, air-cooled single – and is now on sale, with prices starting at Rs 2.75 lakh.

  1. CB500 will be available in three variants
  2. 501cc air- and oil-cooled engine produces 28hp and 43.3Nm

Honda CB500 price and engine details

The CB500 fills a segment gap left by the discontinued Royal Enfield 500cc range

The CB500 is powered by an all-new 501cc, single-cylinder, air- and oil-cooled engine producing 28hp and 43.3Nm of torque, making it Honda’s largest air-cooled, single-cylinder motorcycle in our market.

The CB500 will be available in three variants. The base Alloy variant is priced at Rs 2.75 lakh. The mid-spec Spoke variant steps up to cross-spoke tubeless rims and is priced at Rs 3 lakh, while the range-topping variant adds exclusive colours and graphics options to the spoke-wheel setup and is priced at Rs 3.02 lakh. Features across all variants include Honda Selectable Torque Control (HSTC), a slipper clutch, an analogue-digital instrument console and Honda RoadSync connectivity.

The CB500 is manufactured in India, which has helped keep pricing competitive despite the 40 percent GST rate applicable to motorcycles above 350cc. It slots in below the Royal Enfield 650 twins, which start at Rs 3.39 lakh (ex-showroom, Chennai), and occupies a space that has been largely vacant since Royal Enfield discontinued its 500cc UCE models in 2020.

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Skoda Peaq Review: Top of the Rock

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Skoda Peaq Review: Top of the Rock
Skoda Peaq front quarter tracking

Epiq, Elroq, Enyaq, it’s pretty clear to see the nomenclature every electric Skoda SUVs follows, not so here though. You see this is Skoda’s new flagship or its peak as the company says, ergo we have the Peaq. 

Skoda Peaq Exterior Design and Engineering – 9/10

Doubles down on minimalist style but looks premium, classy and has good presence.

At 4.87 meters, the Peaq is the largest Skoda SUV yet. 

While the entry level model, the Epiq, utilizes the front wheel driven MEB+ platform, the Elroq, Enyaq and the Peaq are all built on the MEB platform which is primarily rear wheel driven with the option of AWD, which the Peaq does offer. At 4.87 meters the Peaq is the largest Skoda SUV and sports Skoda’s largest boot, battery and sunroof, too. 

Despite its size it doesn’t look brutish like most large SUVs seem to be leaning towards these days. Thanks to Skoda’s new ‘Modern Solid’ design language, which is all about minimalism the Peaq looks premium and classy and the bodywork is quite aero efficient too with a 0.249 drag coefficient. 

The black panel houses all the tech bits like the cameras, radars and lidar. 

At the front the lines are simple and clean. The fascia sports the company’s T-shaped DRL and headlight signature and the rather clever Tech Deck; the black panel which hides all the tech bits like the cameras, radars and lidar and mimics a grille thus avoiding that faceless look many EVs sport. Skoda has even hidden LED lights behind it that – to a small extent – mimic grille slots. Notably the Skoda emblem is missing, the company is in the process of moving away from it and the Peaq carries the new Skoda letter mark instead. 

Over at the sides the clean lines continue with flush door handles, these can also be pressed in at the edge to manually operate them. The alloy wheels on our car were the 21 inchers and have a neatly balanced sporty and classy look. A defining styling element in profile is the C pillar which is body coloured and looks like a reversed fin and carries the Skoda lettering. 

T-shaped tail lights are connected by a stylistic loop running at the bottom of the tail gate. 

Like the headlights, the taillights too are T-shaped and are connected to each other via a stylistic loop running at the bottom of the tailgate. A roof integrated spoiler and a shark fin antenna complete the rear look and here too it’s just the Skoda lettering spelled out across the boot lid. 

Skoda Peaq Interior Space and Comfort – 7/10

Minimalism carries on inside but cabin could do with a dash of flair.

Peaq’s boot is the largest on a Skoda so far; offers 299-litres of space with all rows up. 

With a near three-meter wheelbase there’s plenty of space inside, beginning with the boot which is the largest on a Skoda so far; 935 litres without the third row, but even in the 3-row version and with the third-row seats in place, there’s 299 litres which is more than enough for a few small bags. A handy little bit is a motorised cargo cover that rolls open or close with the boot opening and closing. At the front there’s also a 37-litre frunk. 

Front seats feature a ‘zero-gravity’ position allowing one to fully stretch out. 

Passengers are well catered too, especially at the front two rows. The front seats offer plenty of space and will suit broader frames quite nicely. They also offer a ‘zero-gravity’ position wherein at the touch of a button the seat base dips, the seat back reclines and an ottoman style leg rest extends upward. They also offer heating, ventilation and a massage function. There’s an app too – which new EV does not have one these days – and that can configure the cabin lighting, seats, climate and other elements in six modes from a relaxing to an energizing ambience. On our drive in the cold Austrian mountains, we had a lot of rain and the ‘warm feet’ HVAC setting proved to be very handy and welcome. 

Three people can sit abreast in the second row; one doesn’t sit in a knees-up position like in most EVs. 

There’s plenty of space in the second row, legroom is good as is shoulder room. We did sit three abreast and didn’t have too much of shoulder overlap. Headroom is very generous and what’s nice is that you don’t sit in a knees-up position as is the case in some EVs. The third row is decent, there should have been more room given the length of the car, but on its own its quite useable and more than enough for kids or short journeys. Like the second row, headroom here is also good. 

In terms of styling the cabin follows on with the exterior minimalist theme and all the lines are simple and clean, with very little flair about. A bit of panache would have been nice and in keeping with the flagship positioning of the Peaq. 

Third row is decent enough for kids or for short journeys. 

Skoda Peaq Features and Safety – 8/10

Well equipped and with a healthy does of Skoda’s ‘Simply Clever’ details.

Sitting at the very top of the Skoda range the Peaq is well equipped. The dash carries a 13.6-inch, portrait-oriented touch screen – a first for Skoda – which runs a new UI. There’s a hard baked area for certain controls and thankfully physical controls are retained for main entertainment and HVAC functions, the latter being large toggle switches that are easy to use. These sit on top of an open charging box that has two illuminated magnetic Qi2 wireless charging disc with active cooling, and have a max speed of 25W. The rest of the center console is made up of many storage spaces and cubbies with a neat pass-through slot for charging cables from the lower to the upper console. 

A portrait-oriented touchscreen is a first for a Skoda, and runs a brand-new UI. 

Ahead of the driver is a 10-inch digital instrument panel which sounds large but has a slim aspect ratio, and there’s also an HUD. The steering wheel is the familiar Skoda unit with the letter mark on the boss and the buttons and scroll wheels on the two wings and as expected the operate with a satisfying click feel. 

Thankfully, there are large toggle switches for HVAC controls which are easy to use. 

Other features include a 360-degree camera with a transparent 3D body on the display that helps in positioning the car, a 16-speaker SONOS sound system, park assist, a full connectivity suite, 10-airbags and ADAS and of course a healthy dose of Skoda’s ‘Simply Clever’ details like a fold out table for the front passengers that’s tucked away in the center console and umbrella holders in the doors. And topping things off is a large panoramic glass roof, which does not have a sunscreen, instead there’s 9 electrochromic panels that can be darkened to keep out the light and heat says Skoda. We’ll reserve that judgement for when we test it here in our hot climate though. 

Panoramic glass roof doesn’t have a sunscreen but features 9 electrochromic panels to keep sun and heat out. 

Skoda Peaq Performance and Refinement – 8/10

Strong performance that does not feel characterless like most EVs

There are three powertrain versions on offer starting with the 60-variant, power for which comes from a 63kWH (gross) NMC battery that drives a 204 hp rear motor. Next is the 90 trim which has a 91kWh (gross) NMC battery – the largest on a Skoda –power is courtesy a 286hp rear motor, and the range topper is the 90X which is also powered by the same battery as the 90 but driving a dual motor AWD set up that puts out a combined 300hp. Either of the 90 series cars is what Skoda will bring to India and for our drive today we had the 90X version.

Throtlle response feels quite ICE-like, building speed progressively. 

As expected, power delivery is strong and acceleration is brisk, the claimed 0 – 100kph time stands at 6.7 seconds which is plenty quick for a large seven seat family SUV. What’s nice though is that the delivery isn’t typically EV like, which is to say power dumped in an instant and then linear all through. On the Peaq, throttle response feels quite ICE like, it’s fed in progressively and build nicely as you explore deeper regions of the throttle pedal. Top speed is limited to 180kph which is very easy to get too, on the unrestricted section of the German autobahns we hit an indicated 185kph. Wind and tyre noise is well controlled especially over the smooth tarmac sections and even at high triple digit speeds the cabin was silent enough. 

Wind and tyre noise are well contained even at triple digit speeds. 

Skoda Peaq Ride Comfort and Handling – 7/10

Very stable at speeds, but Normal mode sees some body float over undulations. 

The 90X comes with Skoda’s dynamic chassis control and the adjustable dampers do alter the ride character noticeably. In Normal mode is very comfy and could do well over potholes and ruts, however at highway speeds and over undulations that we did see on some section there is some body float. A switch to the Sport setting however tides this up quite nicely and was the default setting I used for most of the drive. Being an AWD, there’s also a few off-road modes though we didn’t get to try these out and I suspect most owners won’t either. 

Depending on the mode, adjustable dampers noticeably alter the ride quality. 

In terms of handling this isn’t what you would call light on its feet, you do know you are driving a large SUV but its never cumbersome and through the mountain passes we did have a bit of fun, not sporty then but enjoyable enough if how I’d describe the handling character.

Skoda Peaq Range and Efficiency – 7/10

Charging speeds and range are par for course 

The Peaq 60 battery capacity stands at 63kWh (59kWh net) and that’s good for a range of 450kms says Skoda. Max charging speed is 160kW on a DC fast charger and that can take the battery from 10 to 80 percent in 27 minutes. 

A 160kW DC fast charger can top up the battery from 10 to 80 percent in 27 minutes (claimed). 

The 90 cars are powered by a larger 91kWh (86kWh net) battery, max charging speed stands at 199kW and a 10 to 80 percent charge on a DC fast charger takes 28 mins. On the 90X range stands at 610kms while the two wheel drive 90 version sees a slightly longer range at 640 kms. We’ll know the real-world range once we put it through our standard test cycle back home.

Skoda Peaq Expected price and Verdict – 8/10

Priced at Rs 60 lakh it would be a tempting option and it does more than enough to call this peak Skoda.

Skoda is really doing a fine job with its EVs, we liked the Enyaq, were superbly impressed with the Elroq and the flagship Peaq does not disappoint too. Yes, the ride does feel soft and the interiors do lack flair, something you would expect on a flagship and we’ll of course have to wait and see how Skoda price this when it comes to India some time mid next year. Skoda says it will arrive as a CBU and we expect it to be priced at around Rs 60 lakh ex-showroom where it will be able to compete with rivals like the Tesla Model Y L, above that though and Skoda will face some heat from premium brands like BMW and Mercedes that are also expanding their electric SUV portfolio.   

The Peaq will arrive in India as a CBU and is expected to be priced around the Rs 60 lakh mark. 

The Peaq though does provide a very well-turned-out product, it looks classy and premium and that’s important at this price point, there’s a good amount of space inside, especially for the front two rows, it’s well equipped with typically Skoda clever bits and the drive experience is mature and enjoyable. All typical highlights that we’ve come to expect of the brand. All in all, then, the Skoda Peaq does more than enough to safely call this, peak Skoda.