BMW has debuted the India-spec i5 LWB in India, with bookings now open and launch slated for the coming weeks. The i5 LWB is not the first of the i5 nameplate to be available in the Indian market, as BMW has been selling the performance-focused standard-wheelbase i5 M60 here since 2024. Where the i5 M60 is a fully imported model, though, the i5 LWB will be locally assembled, allowing BMW to price it more competitively.
Rawdon Glover has worked with the JLR group for over 13 years and took charge as Managing Director 3 years ago. From the sidelines of our first drive with the Jaguar Type 01, we speak to Glover, who tells us about Jaguar’s new direction, taking risky decisions, core markets and upcoming products.
Putting Jaguar back on a firm footing for the next 90 years is the main job. And if you look at the task, it’s brand management where sometimes you need small incremental changes. But if you look at today’s technical changes, competitive context, how the brand was performing globally and a host of factors, what was called for was a big shift. That requires you to be bold and confident.
We’re ok with polarising. If you look at our history, it was bold evolutions, for example the XJS, the spiritual successor to the E-Type. It would have been easy to say let’s just make a modern example of the E-Type, but that’s not what we did, and if you look back at reviews, it was applauded for its dynamics and refinement, but the design was seen as polarising. Now it’s a design icon. So, I’d rather have four out of ten absolutely love the car, rather than have everyone go – yeah, it’s ok.
The EV landscape is evolving rapidly, many new brands are coming in, and I believe one will crack the EV glass ceiling, so why not Jaguar? So we ripped up the EV rulebook because, in the luxury space, it wasn’t working. So it’s not designed as an EV without an engine and a really cab-forward layout. But it’s about presence and performance, and to deliver the level of performance and refinement, electric is best.
Would the car sit above the XJ in terms of price?
All of the vehicles coming off this platform would be between GBP 1,20,000 and GBP 1,50,000. We see a white space at the top end of the premium segment, but underneath established luxury players. That’s where we want to be, and with this vehicle what you get is the stature, the presence, the drama of those uber-luxury brands at the top end of the premium price point.
We used to sell in 130 markets, but we’ll narrow this to just eight or nine, with 85 percent of the volume. North America will remain a large part, China will become important, and the UK, Germany and some Nordics, where they have really embraced EVs, will be the mainstay. Then in markets like the Middle East and India, which have been small, we think we can really break into them now. The retail would, of course, still be through the existing JLR network.
Manufacturing this outside of the UK is not currently in the plan. All production will be built out of Solihull, so all exports to other markets will be CBUs, but that doesn’t rule out local production outside UK. As you know, the geopolitical situation is so fluid at the moment, but in time we could consider production elsewhere.
The 01 is unashamedly driver-focussed, it has four comfortable seats, but it’s a four-door GT, not a four-door sedan designed as a luxury chauffeur-driven car. There will be other vehicles off this platform that will share the same design language, but will have a distinct personality and target different groups, and they would be accessible to a wider audience. So, yes absolutely, there will be a chauffeur-driven-focused model from Jaguar.
What you shouldn’t expect from us is a high-sided Jaguar that is a Range Rover competitor. We already have the best SUV on the planet, and part of the house of brand’s strategy is to differentiate the brands. All I can say, for now, is that you can expect a variety of vehicles from us, and there will be vehicles slightly higher positioned, but all will drive like a Jaguar.
Unwavering is the word. There is nobody more dedicated and passionate about our success than the shareholders, and that’s an incredibly privileged position to be in. It puts a little pressure, but having somebody like PB Balaji come onto our board is great. He’s been on the journey with us, he understands it inside and out, and for him, Jaguar is personal. It’s important to our chairman and even was to Ratan Tata. I was reading stories about Ratan Tata driving about in his father’s XK120, so it’s really important to Tata that Jaguar wins. In all my interactions with the board, there is never talk of tempering ambitions, it’s always, just go for it.
The last time we compared the Hunter 350 to the Speed 400, things were a lot more straightforward, but things have since changed. Royal Enfield has fixed the Hunter’s biggest deterrent, comfort and has positioned it squarely as a stylish and relaxed street naked; completely different from its retro siblings. Bajaj, on the other hand, had to downsize the Triumph Speed 400’s 398cc engine to a 349cc one, to meet the 18 percent GST slab. So, is picking one from these two, very good motorcycles still difficult? Let’s see.
Bajaj’s downsizing of the 398cc engine has reduced torque more than horsepower, making the Speed 400 a relatively weaker proposition compared to before, at least on paper. Royal Enfield, however, has not had to do anything and continues with its likable J-series engine making the same power and torque as before. It’s hard not to miss that the Hunter delivers both of it much earlier in the rev range than the Speed which reinforces the status quo that these still aren’t meant to be substitutes for each other. The Speed does have one extra gear, making it more capable at highway speeds of the two.
Had this been the Bullet/Classic 350, this section would’ve been an onslaught on them but perhaps that’s exactly why the Hunter 350 exists. Being the lightest Royal Enfield, the Hunter puts up a tough fight to the Speed 400 on every front. Even though it is 2kg heavier than the Speed, it’s more accessible with a lower seat height. Both are very approachable and friendly machines, for both newer and shorter riders.
On paper, the numbers once again continue to be really close. However, the Speed 400 gains on the Hunter 350 in a few areas. It has a wider rear tyre, gets radial tyres at both ends and a slightly fatter USD fork. The Triumph also gets better brakes with a far more effective four-piston, radial caliper at the front, whereas the Hunter 350 sticks to a more conventional two-piston, floating caliper.
Packing in the most features for the money isn’t what this segment is known for, and neither motorcycle attempts to change that. The Hunter 350 offers dual-channel ABS, an assist and slipper clutch, a type-C USB port, and a TFT navigation tripper pod on higher variants. The Speed 400, gets everything except the navigation feature, offering traction control instead.
Last but not least, how much do you pay to buy one of these? And this is an area where the Hunter 350 has a huge advantage. The top-most variant of the Hunter 350 will set you back by Rs 1.71 lakh, with the base variant starting at as low as Rs 1.37 lakh (both prices ex-showroom, Chennai). On the other hand, the Speed 400 costs Rs 2.34 lakh (ex-showroom, Delhi). On paper, this can look like a difficult choice considering how close these are, but that confusion will go away as soon as you take test rides considering the vastly different riding experiences of both.
Lando Norris scored back-to-back wins after taking victory at the Dutch GP – the last race held at Zandvoort for the foreseeable future. Despite missing out on the win, Kimi Antonelli did stretch his championship lead after finishing second, ahead of his Mercedes teammate George Russell.
Starting from pole position, Norris initially held the lead. But the race was red-flagged moments later as Max Verstappen crashed out on the opening lap after losing control on the drying track.
Fresh off announcing his contract extension with Red Bull, the four-time world champion was keen to win his home race, with Zandvoort dropping off the F1 calendar next year. However, Verstappen appeared to struggle for pace throughout the weekend. “[It was a] disappointing end to a weekend that already, I think, was quite tough for us – not really having the pace to challenge the cars ahead. But we’ll see if we can do better in Monza and be a little bit closer to the front,” he said.
At the re-start, Norris lost the lead to Antonelli. The McLaren driver bid his time before finally making a move on Lap 52. Heading into Turn 1, he first passed Antonelli around the outside and then overtook Lewis Hamilton on the same lap to move into the lead.
A late Virtual Safety Car, brought out due to Esteban Ocon stopping on track, saw teams split strategies. A number of drivers, including Antonelli, pitted for fresh tyres, while Norris and Russell stayed out. Russell let Antonelli past on Lap 65, but Norris had already stretched a safe lead by then. He crossed the chequered flag 11.536 sec clear of Antonelli.
“Yesterday I said we needed to put on a bit of a show for everyone for the final race here, so I made it tough for myself today but [it was] a good race, well-fought,” Norris said. “Probably one of my better wins – we had to fight for it well but the pace was strong. We managed things incredibly well today, so over the moon, very happy. Nice to win the final race here in Zandvoort.”
Russell couldn’t follow up his Sprint win with victory on Sunday, but he fended off Hamilton to hold on to third place. Speaking after the race, the Mercedes driver explained, “I come away from this weekend as a whole satisfied. It’s been my best weekend for quite a while. I’ll take those positives.”
Charles Leclerc ended up fifth in the other Ferrari car, followed by McLaren’s Oscar Piastri. Liam Lawson, who replaced an injured Isack Hadjar at Red Bull Racing for this race, finished seventh despite being handed a 10-second time penalty for a yellow flag infringement.
Nico Hulkenberg crossed the line P8, handing Audi some valuable points. Aston Martin appears to be taking steps in the right direction with its recent updates, with Fernando Alonso finishing P9. Finally, Alpine’s Pierre Gasly rounded out the top 10.
Antonelli has extended his championship lead to 59 points from his teammate Russell, who is now tied on points with Hamilton. Norris’ consecutive wins sees him climb up fourth place in the standings, 24 points behind Russell and Hamilton.
F1 will now head to Monza for the Italian GP on September 4-6.
Pos | Driver | Team |
1 | Lando Norris | McLaren |
2 | Kimi Antonelli | Mercedes |
3 | George Russell | Mercedes |
4 | Lewis Hamilton | Ferrari |
5 | Charles Leclerc | Ferrari |
6 | Oscar Piastri | McLaren |
7 | Liam Lawson | Red Bull Racing |
8 | Nico Hulkenberg | Audi |
9 | Fernando Alonso | Aston Martin |
10 | Pierre Gasly | Alpine |
11 | Yuki Tsunoda | Racing Bulls |
12 | Arvid Lindblad | Racing Bulls |
13 | Gabriel Bortoleto | Audi |
14 | Franco Colapinto | Alpine |
15 | Sergio Perez | Cadillac |
16 | Carlos Sainz | Williams |
17 | Alex Albon | Williams |
NC | Valtteri Bottas | Cadillac |
NC | Esteban Ocon | Haas |
NC | Lance Stroll | Aston Martin |
NC | Ollie Bearman | Haas |
NC | Max Verstappen | Red Bull Racing |
With the Special Edition, Aprilia has addressed almost all the major complaints with the Tuono 457 but what exactly are the changes? At first glance, both motorcycles look the same and they largely are the same as well. This is a case of small changes adding up to a markedly different (and better) final product.
The most obvious change is the updated decals and the brand-new Mamba Black colour. The new colourway, which is exclusive to the Special Edition at the moment, gets a blacked out chassis and swingarm which wasn’t the case earlier. Even on the Puma Gray colour (carried over from earlier), Aprilia has updated the decals so the India-specific Special Edition does look different compared to the international version of the Tuono 457.
Starting off with changes that are visible, Aprilia has updated the Tuono 457’s seat to be slightly different now from the RS 457. Although the main difference is the extra padding, the seat profile has been slightly changed too to make sure longer stints are more comfortable. It results in the Special Edition having a 10mm taller seat height at 810mm, but we don’t expect anyone to complain about that. The next change is to the handlebar that now gets a 10mm taller riser even though the bar itself is unchanged. Lastly, there’s a standard flyscreen above the headlight, but we’d chalk that as strictly an aesthetical improvement. Finally, the brake lever is now adjustable though the clutch lever remains non-adjustable.
The changes that won’t be visible are to the suspension. At launch, the Tuono appeared to share the exact same suspension setup as the RS 457, which was jostling to most, literally and figuratively. On the Special Edition, Aprilia has made the front suspension softer on both damping and spring preload. While the rear has a softer compression damping and spring preload; rebound damping remains where it was earlier.
With all the upgrades, Aprilia has priced the Tuono 457 Special Edition at Rs 3.99 lakh (ex-showroom), a Rs 2,000 increase from before. Despite the name, this is the only Tuono you can buy in India now so if you were a fan of the earlier Tuono, tough luck.
The Tuono 457’s engine immediately became a favourite at launch so Aprilia has not changed that in any way. The Special Edition retains the 457cc twin-cylinder, liquid-cooled engine with a parallel twin configuration. No changes to the performance figures either with the power (47.6hp) and (43.5Nm) torque remaining exactly the same.
Like we mentioned at the beginning, the list of upgrades on the Tuono 457 Special Edition isn’t long. However, most of them make a meaningful difference to how the motorcycle is to ride which is what Aprilia seems to have wanted. It remains to be seen whether these changes will help make the Tuono any more popular than before.
Volkswagen is preparing for a much bigger push in India, with the company reviewing its broader product, powertrain and investment plans. While a locally produced compact SUV has already been confirmed for launch next year and is expected to drive volumes, the brand is also looking at the India-EU free trade agreement (FTA) as an opportunity to bring select niche models from its global portfolio here.
“FTA has been announced in Europe. It is a huge opportunity to bring a certain sort of niche models to widen the portfolio for the consumer to offer some exciting models every now and then, which is great,” Member of the Board of Management of Volkswagen AG and CEO of Volkswagen Brand Thomas Schafer told us. He did not reveal which models could be on the cards, but said the company is taking a long-term view and will study market conditions over the next few months before making a decision.
Schafer’s India visit comes as Volkswagen reviews its global business strategy amid geopolitical tensions, changing trade policies and a growing move towards regional manufacturing. “So, globally, we see almost like a decoupling. You have a geopolitical situation and the old business model where everything’s focused on Europe, and then you export to other markets is long gone. At the same time, you have a very different dynamic in China than in the US, which is putting import duties on Europe under certain attacks. So, in that game, you have to change your business model; you have to adapt it. And that’s what we’re busy doing,” he added.
This shift could benefit India. Along with the growing domestic market, Volkswagen sees India as an important hub for engineering, IT and R&D. “We will focus a lot on India going forward. Not only because the market is exciting and growing and creating more opportunity for the future, but also the sort of knowledge base that you have here in India,” he said.
Volkswagen also sees exports as an important way to build scale out of India. The company already exports vehicles made in the country to more than 40 markets, with Mexico being one of the major markets that imports vehicles from India. “So, exports are an important part of our business, and we will always strengthen that going forward,” he said. For the upcoming compact SUV, export potential could also help boost volumes and strengthen the business case.
Volkswagen’s current portfolio comprises cars powered by turbo-petrol engines, even as CNG and diesel remain in demand and EVs are gaining momentum. “So, what is clear is, in the long run, there will be strong electrification, especially also in India…You see it accelerating, probably driven by the conflict in the Middle East and the oil situation,” he said.
At the same time, he clarified that be it flex-fuel, CNG, diesel or EV, the brand has the technology already on sale in certain parts of the world. “We have flex-fuel, super strong in South America for years; we have CNG, diesel and EVs, it’s all there…When it’s the right time to localise it, we will localise it,” Schafer said.
The challenge, he said, is deciding when and how to use each powertrain technology. “The dynamics in India and the market shift have been quite significant even in the last couple of months. So, to be honest, we haven’t concluded our planning on that, but the good thing is that we have it and we can deploy it if and when it is the right situation,” he stated. Volkswagen is also evaluating its next-generation models and newer platforms, but these plans are still under consideration.
Cost has been one of Volkswagen’s biggest challenges in India. Schafer said the company has spent the past few years working on two key areas: ensuring that its products retain the core characteristics of the Volkswagen brand while simultaneously reducing the cost base. “We worked over the last four years very focused on the cars that we bring to the market now are through and through Volkswagen in terms of quality, brand fit. And, yes, our cost base is traditionally high because we are very much focused on Europe and especially Germany,” he added.
India, he said, will play an important role in Volkswagen’s efforts to reduce costs, especially through more cost-effective development and manufacturing. “Part of the programs that’s been in the media over the last, especially two years, has been reducing our cost base, developing more in more cost-efficient places like in India very much, but also shifting production from high-cost locations into lower-cost locations,” he said.
Volkswagen is now working on its next set of products, investment plans and powertrain options for India. With India becoming an increasingly important part of its global strategy, there is plenty to look forward to from the brand in the coming years.
The Range Rover Sport EV has been a long time coming. After what feels like an eternity of teasers and test mules, the electric Range Rovers will finally be launched globally in September this year and should arrive in Indian showrooms around March 2027. Look at the car and you may wonder what took the company so long, because this appears to be just the regular Range Rover Sport. That, as it turns out, is entirely the point.
Under the familiar skin sit 300 patents’ worth of tech, a new 800V electrical architecture, two 326hp motors and a 118.5kWh battery, all validated over 60,000 hours of testing, the most for any Range Rover yet. The motors are Land Rover’s own design, developed in-house because nothing off the shelf could deliver the kind of instant, finely controlled torque the brand demanded for serious off-roading. The only real giveaways on the outside are a grille with narrower air slots and a new set of alloys with a more aero design, in keeping with the EV theme. Land Rover deliberately didn’t tamper with the styling because customers were clear – don’t change it, just make it better.
So, is it better? A specially curated lap of the Goodwood circuit, complete with gravel stages and some party tricks, was our chance to find out.
Set off, and the first impression is of eerie silence. All you can hear is the blower working overtime on a hot Goodwood day. Even when the tarmac ends and the gravel begins, the Sport EV feels like a magic carpet, gliding along on a pillow of velvet. The ride quality is absolutely exceptional, better even than the standard car’s, and that’s saying something.
When you want a quick turn of pace, the combined 550hp and 850Nm don’t leave you wanting. Engage launch control, and the Sport EV catapults forward hard enough to be a genuine shock, though the delivery is measured rather than manic. There is, however, a hint of torque steer from the front axle under hard acceleration, a slight tug at the wheel that reminds you how much force is being exerted. The brakes on our prototype also felt a bit grabby, with a sharp initial bite. Land Rover engineers admit this isn’t the final calibration and say production cars will have a more progressive pedal feel.
Then came the fun exercises, laid out to prove that this plush, polished and uber-refined Range Rover can do things no owner would ever dare attempt. The Sport EV climbed a staircase – a cheeky nod to the brand’s world record 999-step climb – and we even drove it through the fuselage of an Airbus. Silly? Absolutely. But it showcased what makes an electric drivetrain so effective off road. Torque arrives instantly from zero rpm and builds with perfect linearity, and because the electronics can meter out drive to each motor with such precision, there’s no need for the old hardware of locking diffs and low-range gearboxes. Raise the suspension to off-road height, let the cameras and hill descent control do their thing, and the car simply walks over obstacles. The single-pedal mode is something the engineers have finally nailed too, and it works seamlessly alongside hill descent control when needed.
The big surprise is how tidily this near 2.8-tonne SUV handles. Flick the wheel suddenly, and you can feel the mass move, but otherwise, it stays impressively planted through corners, helped by a centre of gravity that sits a significant 73mm lower than in the combustion car. Range Rovers have always had a top-heavy feel when pushed; this one doesn’t.
Questions remain. A real-world range of 531km is promised, but given the bluff shape and sheer size of this flagship EV, that figure could prove optimistic if driven briskly. Some owners may have liked the convenience of a frunk in their EV, which is absent, and packaging the rear motor has killed off any seven-seat option. Then again, these are misses most owners may not miss at all.
Pricing isn’t announced yet, but expect it to sit above the locally assembled combustion equivalents. More importantly, on this evidence, it will set a new benchmark for luxury for the brand. The electric Range Rover Sport doesn’t reinvent the formula, but it quietly perfects it.
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.
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.
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?
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.
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.
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?
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.
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.
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.
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.
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.
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 | |
| Price | Rs 1.40 crore | Rs 2.62 crore |
| Kerb weight | 2,434kg | 2,585kg |
| Engine | 5,000cc supercharged V8 | 4,395cc twin-turbo V8 |
| Bore and stroke | 92.5mm x 93.0mm | 89mm x 88.3mm |
| Compression ratio | 9.5 | 10.5 |
| Power | 425hp at 6600rpm | 635hp at 7000rpm |
| Torque | 550Nm from 1800-5000rpm | 750Nm from 1800-5855rpm |
| Claimed 0-100kph time | 5.8sec | 4.0sec |
| Maximum speed | 191kph | 250kph |
*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.
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?
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.
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.
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.
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.
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.
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.
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.
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.
Unlike the standard X1, the Long Wheelbase (LWB) version primarily targets buyers for whom rear-seat space is the top priority. The BMW X1 LWB competes with the likes of the Audi Q3 and Mercedes-Benz GLA in India and is the only one to be offered in a long-wheelbase guise. All that said, here are some pointers to keep in mind before signing on the dotted line.
A wheelbase that’s grown by 108mm over the standard X1 means that the LWB benefits from a roomy cabin. This is noticeable upon stepping into the rear of the X1 LWB, where there’s plenty of space even for six-footers to stretch out. A centre armrest with cup holders, dedicated rear AC vents and USB Type-C charging ports aside, BMW has redesigned the rear seats.
Catering to the occupants in the outer units are better cushioning plus a 15mm longer seat base for added under-thigh support. Not only is the general seating position good, but the reclining backrests further elevate comfort. The expansive glasshouse, including the fixed panoramic sunroof, makes for a light and airy cabin. Furthermore, the 540-litre boot is bigger than those of the GLA and Q3.
Compared to the standard-wheelbase model, the X1 LWB offers a more pliant ride that errs towards comfort rather than corner-carving sportiness. It works quietly in the background and absorbs bad patches well. Under most driving scenarios, the underlying firmness of this suspension setup will go unnoticed. The steering wheel provides a good sense of connection to the road, and the X1 LWB changes direction confidently and swiftly.
The BMW X1 LWB is equipped with a 360-degree camera system, whose quality is really good. This will help one park the luxury SUV without major issues. Should you find yourself in a tricky situation or be confused about getting out of a dead end, the Reversing Assistant is a feature that could be a great help. This system is designed to automatically back up the car by retracing the path taken to reach its current spot and can work up to a distance of 50 metres.
At Rs 49.90 lakh (ex-showroom), the BMW X1 LWB costs Rs 1 lakh less than the standard-wheelbase model. When compared to its Mercedes-Benz GLA rival, the X1 LWB is up to Rs 5.1 lakh more affordable.
For reasons known only to BMW, the X1 LWB doesn’t come with adjustable rear sunshades, ventilated or massaging seats, and even the USB slots up front aren’t backlit. This makes finding them in the dark a chore. The LWB version also lacks a dedicated climate-control zone for the rear passengers, while the advanced driver assistance systems (ADAS) package doesn’t include adaptive cruise control.
The 1.5-litre three-cylinder turbo-petrol fuel-injected engine produces 156hp and 230Nm of torque, which is 20hp more than the unit powering the standard-wheelbase X1. This E25-compliant engine comes mated to a 7-speed dual-clutch transmission (DCT) and feels more than sufficient when driving in the city.
However, when you want to overtake in a hurry or bury the accelerator pedal, there’s some delay before the X1 LWB builds speed. Push it hard, and this three-cylinder mill will make itself heard, and it isn’t a particularly sporty note either. Even in Sport mode, 0-100kph took 9.58 seconds when we tested this SUV’s acceleration.
The 10.7-inch touchscreen of the BMW X1 LWB looks crisp and is very responsive to inputs as well. However, its information-dense design means users will find themselves facing a plethora of menus, and finding what you need will require some patience. Even the climate-control system is managed via the touchscreen, meaning eyes off the road. All of it feels more challenging than it needs to be.
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