WP Drives

Here’s an interesting trend: the Mini Cooper is one of the most commonly ‘gifted’ cars in India. Parents buy it for their children, children surprise their parents with one, and it’s even exchanged between partners or siblings. It is a symbol of joy on wheels. And now, adding to its emotional appeal is its most charming iteration, the Convertible. Mini Cooper Convertible design & engineering – 9/10 Feels like an evolution of the outgoing version rather than an all-new generation. The Cooper S’s hallmark centre-mounted dual exhaust tips have been removed with this generation. Codenamed F67, the new Mini Cooper S Convertible retains the outgoing F57’s platform but gets several updates. While the wheelbase remains unchanged, the car is now marginally shorter in length, a bit wider and taller, and even gets revised front and rear tracks. Its dimensions and styling changes are subtle, and that’s no bad thing. The Mini continues with its familiar, cheerful look, but with its black fabric roof, the Convertible retains its own visual identity. Unlike the hatchback, which gets triangular tail-lamps and different tailgate styling, the drop-top gets more conventional Union Jack tail-lamps, and its tailgate opens downwards to accommodate the openable roof. What’s missing, however, is the signature centrally mounted twin exhaust tips – previously a Cooper S hallmark. Mini Cooper Convertible interior space & comfort – 8/10 Surprisingly more practical than one would expect. Dash feels a touch basic in its design, with its piece de resistance being the circular touchscreen. The highlight, of course, is the electrically operated fabric roof that opens in just 18 seconds. Mini has also brought back the ‘sunroof mode’, where the roof slides back partially, a feature owners appreciated on the R57 but missed on the F57. Just like its exterior, its cabin feels familiar yet fresher. Buyers can choose between black and beige interior colour schemes; beige looks more upmarket, but black is likely to hold up better in Indian conditions. Mini continues to use sustainable materials like Vescin, which utilises recycled content. The dashboard design is clean with several circular motifs, and the backlit textured fabric panel on the fascia looks rather tasteful at night. 9.4-inch OLED touchscreen is exceptional in terms of clarity; its interface, however, isn’t very user-friendly. The 9.4-inch circular OLED touchscreen is the cabin’s centrepiece. It looks fantastic, with rich colours and sharp graphics, but key functions, such as climate control, seat massage and even the speedometer and fuel gauge, are buried within it, which detracts from the user experience. Thankfully, a head-up display provides a more traditional speed readout, though the unit itself is fairly basic. Adults can be seated in the back for a short duration. Space, expectedly, is tight, and the backrest is too upright. The front seats are nicely bolstered and supportive, and the steering wheel feels good to hold. Rear space, as expected, is tight but usable for short hops. Storage spaces are well thought out, and the 215-litre boot (160 litres with the roof down) is reasonably practical for a small convertible. Mini Cooper Convertible equipment & safety – 8/10 Few more modern niceties, like ventilated seats, would have been welcome. Boot space is 215 litres with the roof up and 160 litres with it down. Mini has introduced the Convertible in a single, fully loaded variant for now. Key features include wireless Android Auto and Apple CarPlay, a 12-speaker 365W Harman Kardon audio system, a powered driver’s seat with massage, ambient lighting, heated steering, drive modes and, of course, the 9.4-inch OLED touchscreen. Mini Cooper Convertible engine performance & refinement – 8/10 The engine offers plenty of poke; paddle shifters are sorely missed. The 2.0-litre turbo-petrol is fun, albeit the aural drama is missing. Like the hatchback, the Convertible is powered by a 204hp, 300Nm 2.0-litre turbo-petrol engine mated to a 7-speed dual-clutch automatic transmission. Headline figures include a 0-100kph time of 6.9 seconds and a top speed of 237kph. Performance is enjoyable, and the Convertible feels eager on open roads. Sure, the turbo-petrol emanates hisses and whooshes, but for driving enthusiasts, an angrier exhaust growl would have seriously elevated the aural experience. To cater to the driver’s various moods, the Mini gets multiple drive modes that alter steering feel, drivetrain and ESP. Most users will appreciate the smoothness and the Mini’s ability to build speed – it is plenty quick and entertaining. Driving enthusiasts, however, will long for steering-mounted paddle shifters or even a tiptronic function to take manual control over the gearbox, particularly because there is a fair bit of delay before the dual-clutch downshifts when you put your foot down. Mini Cooper Convertible fuel efficiency – 8/10 Claimed figures seem optimistic, keeping its sporty character in mind. You’ll need to be careful over some of the unusually large speed breakers. Mini claims 16.39kpl, which is optimistic, but the Green mode and the automatic start-stop system help extract better efficiency in the city. Mini Cooper Convertible ride comfort & handling – 9/10 It’s a sporty handler, but on a less-than-perfect road, its ride feels stiff. You can feel this go-kart-like Mini pivot around its axis. The Mini Convertible carries forward the brand’s trademark go-kart-like feel. The suspension is firm, and the limited travel means it can feel stiff over poor surfaces. But on a smooth road, the car comes into its own. The steering is quick and direct, the turn-in is sharp, and the Convertible feels exceptionally agile. Body control is tight, and the car seems to pivot around its own axis, making it genuinely entertaining to drive. Braking performance is strong as well, with excellent pedal feel and confidence. Mini Cooper Convertible price & verdict – 8/10 Not perfect for the driving enthusiast but delivers a joyful convertible experience that nothing else can match at its price. On the right day and the right road, there’s nothing more enjoyable than driving a convertible. At an expected price of around Rs 55 lakh, the Cooper S Convertible is undeniably a discretionary purchase. It’s not the most practical car, and running a soft-top in Indian conditions requires compromises. It also isn’t the perfect enthusiast’s car, as the muted exhaust note and lack of manual control over the gearbox take away some involvement. But find yourself on a clean stretch of road, flick the roof back, let the breeze in, and the Mini Convertible delivers an experience few cars at this price point can match. Given that this could very well be the last petrol-powered Mini Convertible before the brand pivots to EV-only models, it carries an extra layer of desirability. And the sheer smiles per kilometre that this Mini delivers make it hard to beat. Also see:   2025 Mini Cooper Convertible image gallery Mini Countryman SE All4 launched at Rs 66.90 lakh

The new Tata Sierra has perhaps been one of the most anticipated launches of the year. And now, after multiple concept cars, spy shots and teasers, it has finally been launched into the deep end – the midsize SUV segment currently ruled by the Hyundai Creta. We got a chance to drive two powertrain options of the new Sierra to see if it lives up to its name and has what it takes to take on the segment champ. Tata Sierra exterior design and engineering – 9/10 Sierra looks futuristic while retaining some signature design bits from the original. Tata calls this finish Munnar Mist. Tata Motors’s designers deserve praise, as the Sierra is a striking SUV that looks futuristic while retaining nods to the original. The upright, boxy silhouette, blacked-out front grille, high-set bonnet, squared-off wheel arches, thick B-pillar treatment and the blacked-out rear glass element (to mimic the original’s distinct curved rear glass) are all reminiscent of the original Tata Sierra from 1991. Then there are modern touches such as LED lightbars front and rear, super-slim LED headlamps and fog lamps, flush-fitting door handles and diamond-cut 19-inch alloys.  There are roof rails, too; Tata says they aren’t load-bearing, as it’s illegal to have a top carrier. There’s even a spoiler element on top of the tailgate that neatly hides the rear wiper. Lower down, you get faux skid plates at the front and rear and gloss-black body cladding all around, which will, no doubt, be a challenge to keep scratch-free. However, unlike the original, the spare tyre isn’t mounted on the now electrically operated tailgate and is instead located at the bottom of the SUV and can be lowered by loosening a bolt in the boot floor. There are as many as six paint shades to choose from, with the Munnar Mist (in pictures) and Andaman Adventure (yellow) being my favourites. On the whole, then, the new Sierra is a handsome SUV that’s big on desirability, and it manages to stand out from the usual crop of midsize SUVs.   It’s the tallest and widest midsize SUV and has longest wheelbase, too.   Underpinning the Sierra is Tata’s new All-Terrain Ready, Omni-Energy and Geometry Scalable (ARGOS) architecture, which is said to be compatible with multiple body styles and powertrains. The platform can support petrol, diesel, CNG and hybrid setups, as well as front-wheel-drive (FWD) and all-wheel-drive (AWD) configurations. For now, though, the Sierra is front-wheel drive. As for dimensions, it is 4.3m long, 1.8m wide, 1.7m high, with a 2.7m wheelbase – the tallest and widest in the segment, with the longest wheelbase.    Tata Sierra Interior space and comfort – 9/10 Touch-sensitive auto AC controls and steering borrowed from Harrier and Safari. This is Tata’s best interior yet and feels premium and well-put-together. Step inside the cabin, and you’re greeted by what is Tata Motors’s best interior yet. The modern design, mix of colours and materials and the fit/finish all feel premium. The light-coloured, dual-tone upholstery also ups the ambience, though it will be challenging to keep clean. The dashboard, headlined by a three-screen setup on top trims, isn’t high, so you get a great view out of the cabin. The four-spoke steering is shared with the larger Harrier and Safari and features the illuminated logo in the centre, but the rectangular horn pad’s edges can feel intrusive. Also shared with the larger SUVs are the touch-sensitive buttons and toggle switches for the AC controls on the lower part of the dash.  Dashboard, three-screen set-up, control stalks, centre console are all-new. New control stalks look and feel more premium than that of any other Tata. The centre console features two levels: the lower section at the front houses cup holders and charging ports, while the upper section at the back includes the gear selector (which is slow to respond), a wireless phone charger and an armrest. There’s also some storage under the armrest, though it’s too narrow and deep, which isn’t ideal. The wireless pad could also do with a more prominent lip to hold the phone securely in place. There are large doorbins and a sizeable illuminated glove box. The Sierra also features new control stalks for the indicators, lights and wipers and new power window buttons, all of which look and feel more premium than any other Tata.  Front seats get extendable under-thigh support and rear seats have a recline function Seat cushioning is neither too soft nor too firm; extendable thigh support for the front seats a segment-first. The front seats are comfy and accommodating, and what’s nice is that they also feature extendable under-thigh support, adding to the comfort factor. Seat cushioning, on the whole, is well-judged, as it doesn’t feel too soft or too firm. At the back, there is ample knee room and generous shoulder room for three adults, and despite the large panoramic sunroof, headroom isn’t an issue either. Rear passengers are well catered to, with window blinds, dedicated AC vents and USB charging ports, a reclining backrest, “boss mode” for the front passenger seat to liberate more legroom and a fold-down armrest with cup holders. Safety is taken care of, too, with all three passengers getting adjustable head restraints and three-point seatbelts.  Ample headroom and legroom at the rear; three adults can sit comfortably. Boot space is 450 litres till the parcel shelf The boot is a voluminous 622 litres to the roof (450 litres to the parcel shelf), and the wide opening and relatively low loading lip mean placing luggage shouldn’t be an issue. You can also fold the rear seats to expand capacity to 1,257 litres. However, the wheel wells eat into the boot space a bit, making it appear narrower than it is, and the electric tailgate could do with some more clearance. Spare tyre mounted below saves space in the boot. Tata Sierra features and safety – 9/10 The range-topping Sierra Accomplished+ variant is well-equipped.    In a bid to take on the venerable Creta, Tata has left no stone unturned when it comes to features. The range-topping Sierra Accomplished+ packs ventilated front seats, a powered driver’s seat, connected car tech, wireless Android Auto and Apple CarPlay, an auto-dimming interior rearview mirror (IRVM), rear sunshades, dual-zone climate control, a panoramic sunroof, a wireless phone charger, and much more. A special mention has to go to the superb-sounding 12-speaker JBL Black sound system, which comes with a subwoofer, a soundbar on the dash, Dolby Atmos and 13 preset sound modes.  12-speaker JBL Black system with Dolby Atmos is a feature highlight. The most prominent feature, however, has to be the three-screen setup on the higher variants. It consists of a 10.25-inch digital instrument cluster, a 12.3-inch central infotainment touchscreen and a 12.3-inch passenger screen. All three Samsung OLED screens are crisp, high-resolution and slick to operate, and what’s nice is that the UI is easy to understand and navigate. And while the front passenger can connect wireless headphones to the third screen so as not to distract the driver, it lacks a privacy filter, which is an oversight. Meanwhile, lower variants get a two-screen setup, and interestingly, these get a head-up display.    All three Samsung OLEDs are crisp, have a high-res display and are slick to operate. Safety features include 6 airbags as standard, ESC, traction control, a 360-degree camera, disc brakes all around, hill-hold control and an expansive ADAS suite comprising autonomous emergency braking, lane-keep assist, cross-traffic alert, adaptive cruise control, and more. Our drive was too short to properly test its ADAS capabilities, but the lane-keep assist and adaptive cruise control functioned well on clearly marked roads. It’s also worth noting that the Sierra has not yet been crash-tested by Global NCAP or Bharat NCAP, but Tata Motors says it has been geared up for a 5-star score. Apart from the aforementioned features, Tata is also offering a host of accessories and a lifestyle kit. Tata Sierra performance and refinement – 8/10 6-speed Aisin torque-converter automatic is well-matched to the new 1.5 turbo-petrol and the diesel engine.   Sierra debuts Tata’s new 1.5-litre direct-injection turbo-petrol engine. The Sierra is available with three engine options. The range starts with a new 1.5-litre naturally aspirated MPFI petrol engine that runs on the more efficient Atkinson cycle, putting out 106hp and 145Nm. This engine comes with a 6-speed manual or a 7-speed dual-clutch automatic transmission. However, we didn’t get a chance to sample it yet. The second is a direct-injection turbo version of the above unit, putting out 160hp and 255Nm, available only with a 6-speed Aisin torque converter automatic. Finally, there’s a diesel option – the familiar 1.5-litre unit from the Curvv and Nexon that puts out 118hp and 260Nm with a 6-speed manual but a higher 280Nm when paired with a 6-speed torque-converter auto. While the engine is a carryover, Tata says there’s a new state of tune and hardware such as low-friction piston rings. We got to sample the turbo-petrol and the diesel auto on our test drive. 1.5-litre diesel is shared with the Nexon and Curvv, but the AT version makes 20Nm more. Let’s start with the new turbo-petrol, which is definitely our pick of the bunch. Tata’s new Hyperion engine impresses with its refinement, both at idle and on the move. Turbo lag is minimal, and it builds power in a linear manner. It misses that mid-range turbo kick, but it responds quickly enough to throttle inputs, which you can alter via the drive modes (City and Sport). Performance is strong, too, with our timing gear indicating a 0-100kph time of 10.09 seconds in Sport mode, which incidentally makes it quicker than the Creta N Line turbo petrol DCT, which takes 10.2 seconds. In rolling acceleration, this powertrain takes 5.64 seconds for the 20-80kph run and 7.23 seconds to go from 40 to 100kph. Complementing the engine is a smooth Aisin 6-speed torque-converter automatic. It isn’t a quick-shifting unit, and shifts are slow via the paddles. But left to its own self, the shifts are seamless and the calibration excellent, so you will very rarely find yourself in the wrong gear. It’ll even hold on to gears for a bit longer when you’re on part throttle, which means you don’t really feel the need to take manual control via the paddle shifters. Turbo-petrol engine impresses with performance and refinement; well-matched to the 6-speed Aisin automatic gearbox. While refinement is one of the turbo-petrol’s strengths, it is the diesel’s weak point. You can hear the engine and feel the vibrations at all times, which makes it known to you that you are, in fact, driving a diesel. This 1.5 unit doesn’t have the midrange punch associated with diesels; instead, it builds power linearly. The diesel impresses with its long-leggedness and is a great option for those who do a lot of highway trips. The torque-converter auto, like with the petrol engine, is a smooth unit that keeps the engine in the meat of the powerband, and as such, you never really feel the need to take manual control. NVH is high on the diesel Sierra; SUV builds power linearly and is a great option for those with frequent highway runs. Performance is reasonably quick: 0-100kph in 12.87 seconds, 20-80kph in 7.65 seconds and 40-100kph in 9.74 seconds. Thanks to all disc brakes, stopping performance is good and consistent too, though the pedal travel felt too long on the petrol. While performance, on the whole, is commendable, an area where the Sierra can improve is the road and tyre noise. Both filter through to the cabin and are apparent, especially at higher speeds. Tata Sierra mileage – 7/10 On our short test drive, we didn’t get a chance to test the Sierra’s fuel efficiency, and Tata has yet to disclose the official claimed figures. But we will subject the Sierra to our real-world fuel-efficiency tests, so stay tuned for that. Tata Sierra ride comfort and handling – 8/10 The Sierra excels in the ride and handling department. Body roll is well controlled when cornering. As you’d expect from a Tata, the Sierra excels in the ride and handling department. Top-spec versions feature frequency-dependent dampers (FDDs), which work admirably well. The Sierra feels composed and tough, even over the most broken patches of road. The ride does have some firmness at low speeds, and the occasional sharp jolt does filter through but never to the point of being uncomfortable, and as you get going, it gets better. Large potholes and ruts are also easily absorbed; we also tackled a light off-road trail, and the Sierra dealt with it admirably, with the 205mm of ground clearance coming in handy. Along with the drive modes, it also packs in three terrain modes: Normal, Wet and Rough.  Body roll is well-controlled around bends, and the Sierra does a superb job of hiding its mass and height from behind the wheel. The steering is on the lighter side and not particularly feelsome, though it’s predictable. There’s also good grip on offer, which makes you want to push the SUV more. On the whole, the Sierra is a lot of fun in the twisty stuff, especially the turbo-petrol automatic. Tata Sierra price and verdict – 8/10 Sierra turbo petrol price starts at Rs 17.99 lakh; diesel price starts at Rs 12.99 lakh Prices for the Tata Sierra start at Rs 11.49 lakh for the petrol, Rs 12.99 lakh for the diesel and Rs 17.99 lakh for the turbo-petrol, and the range should top out at around Rs 20 lakh, so it’s in with the competition. Speaking of which, the Sierra rivals the likes of the Hyundai Creta, Maruti Grand Vitara, Maruti Victoris, Toyota Hyryder, Kia Seltos, Honda Elevate and others in the midsize SUV segment.  On the whole, the new Tata Sierra is an impressive and well-rounded SUV. There are some shortcomings, of course, such as the noisy diesel engine, the evident road and tyre noise inside, and some small nitpicks. But those are overshadowed by this SUV’s many and solid strengths, like its lengthy equipment list, refined and strong new turbo-petrol engine, spacious and premium cabin and a well-sorted ride and handling balance. And to top it all off, it’s got the nostalgia-inducing styling and, of course, the name. Tata Motors seems to have a winner on their hands. Also see: Tata Sierra price revealed for low and mid spec variants Tata Sierra ROQ Edition image gallery

This is a car that enthusiasts in India have been eagerly awaiting for years. It is, of course, the Volkswagen Golf GTI, and by now you probably know quite a bit about this hot hatch. We spent a good amount of time hammering it around the NATRAX test tracks, but now, we’ve finally brought it to our home turf to see how it deals with real-world challenges – speed breakers, broken roads, traffic, and more. Volkswagen Golf GTI performance and refinement – 9/10 Its 2-litre TSI motor makes 265hp, 370Nm The 0-100kph sprint takes just 5.73sec, while quarter mile is dealt with in under 14sec.  Let’s start off with the most interesting bit – the performance. With 265hp and 370Nm on tap from this 2.0-litre TSI turbo-petrol engine, of course, the Golf GTI is really quick. We started off by subjecting it to our performance testing using a VBox, and while Volkswagen claims a 0-100kph time of 5.9sec, we managed 5.73sec. This makes it over half a second quicker than its closest rival, the Mini Cooper S; impressive. But perhaps, what was even more impressive was the fact that it managed a sub-14sec (13.78sec) quarter mile time. Volkswagen Golf GTI powertrainEngine4 cyls, 1984cc, turbo-petrolPower265hp at 5250-6500rpmTorque370Nm at 1600-4500rpmGearbox7-speed dual-clutch automaticDrive layoutFront engine, front-wheel drive Roll-on acceleration is strong too, with the GTI completing the 20-80kph sprint in 3.3sec and 40-100kph in 3.78sec. As for the brakes, they provide a strong bite and good feedback, bringing this 1,454kg hatch to a standstill from 80kph in 26.37m, which is just shy of the Cooper S. Volkswagen Golf GTI acceleration from restSpeedTime taken20kph1 second40kph1.98 seconds60kph3.01 seconds80kph4.16 seconds100kph5.73 seconds120kph7.58 seconds Volkswagen Golf GTI in-gear acceleration (in kickdown)SpeedTime taken20-80kph3.3 seconds40-100kph 3.78 seconds Volkswagen Golf GTI ride comfort and handling – 9/10 Understeer is well contained, thanks to e-diff With all the power being channelled to the front wheels, there is torque steer, but it’s manageable and, in fact, even adds to the playful drive experience. Another thing that enhances the experience is the exhaust in Sport mode, which, though piped through the audio system, does sound really good; especially on downshifts, when it crackles and pops.   Clever e-diff counteracts understeer and pulls you in for tighter lines around corners. With 370Nm being sent only to the front wheels, you’d expect understeer from the GTI, but it is very well contained thanks to the clever electronic differential. You can even feel it pulling you in for a tighter line around a corner, which only makes you want to drive harder. And then, when you do drive it hard, you can even induce some oversteer, which is super entertaining. It belies its size from behind the wheel and shrinks around you. It’s also very eager to turn into corners thanks to its quick steering. The steering, which is light at low speeds, picks up weight in a progressive manner as speeds rise, which aids confidence. The GTI hugs corners like few front-wheel-drive cars do – there’s barely any body roll, and on the whole, it’s an absolute hoot to drive around some twisty roads. Good view out of the cabin, light and quick steering The low speed ride may be jittery but it settles down as speeds rise.  But not everyone who buys this car will be reserving it just for weekend drives on good roads; the VW will also have to be capable in the daily grind. The Golf GTI measures 4.3 metres in length, 1.7 metres in width, with a 2.6-metre wheelbase, which is comparable to a Hyundai Creta, but being a hatchback, it seems a lot smaller from behind the wheel. You get a good view out of the cabin, there aren’t any blind spots, and the light and quick steering make it super easy to navigate in traffic. Creep function can feel a bit too strong One thing you have to be mindful of is the creep function, which can feel a bit too strong. And that also goes for the throttle, which feels a bit too sharp initially but can be dulled slightly by using Eco mode. Once you get used to it, you’ll actually appreciate it as it makes darting in and out of gaps a breeze. Parking is also easy. There isn’t a 360-degree camera, but the rear view camera is good enough; what helps matters are the front parking sensors.   The GTI is surprisingly capable over bad roads and speed breakers. With a ground clearance of 136mm, you’d think it would have a tough time clearing speed breakers, and yes, you do have to be really careful over the big ones. Getting to our shoot location involved some large speed breakers, but the GTI didn’t scrape its belly even once. But you’ll have to be even more cautious when the car is fully laden.  Volkswagen Golf GTI dimensionsLength (mm)4,289Width (mm)1,789Height (mm)1,471Wheelbase (mm)2,627Tyres (f/r) 225/40 R18Ground clearance (mm)136 India-spec Golf GTI misses out on Dynamic Chassis Control Mumbai is notorious for its bad roads, and the extended monsoon means that quite a few now closely resemble the surface of the moon. The Golf GTI sits on large 18-inch alloys, and the stiff suspension setup means you do feel the bumps inside the cabin, especially the large ones. Low-speed ride is jittery, and there is some vertical movement, though it settles down as speeds rise. A lot of it depends on the road surface too, though. On really bad sections, you have to exercise caution, but on the whole, you’d be surprised as to how well it absorbs bumps. And that’s especially impressive considering the India-spec model doesn’t come fitted with the Dynamic Chassis Control (adaptive dampers) via which one can soften/stiffen the suspension. So yes, you can easily daily drive this hot hatchback.  Volkswagen Golf GTI interior space and comfort – 8/10 Plenty of storage spaces in the cabin What furthers its usability is the practical cabin. Inside the Golf GTI, you get a sizeable glove box, large door pockets that fit big bottles, two trays for your smartphones in the centre console, two big cup holders and some storage under the centre armrest. One thing to keep in mind, though, is that your phone will fly off the top tray under hard acceleration.    Narrow cabin and transmission tunnel mean it’s best for two at the back. Other than that, I really like the GTI flourishes this cabin gets. The seats feature Alcantara and tartan fabric upholstery, and they are superbly bolstered, the flat-bottom steering with the red details feels great to hold, and the sporty metal pedals do their bit to add spice. The rear seat space in the Golf GTI is about the same as a compact SUV. There’s actually sufficient leg and head room for six-footers, and you aren’t sitting knees up as well, which is nice. But this is best for two as it’s short on width, and there’s a huge transmission tunnel in the centre, which robs the centre passenger of foot room. At the back, you get seatback pockets, cup holders in the fold-down armrest, and the door bins can hold 1-litre water bottles.   380-litre boot has a wide opening, low loading lip, and can fit in a lot. The boot volume is 380 litres, which might not seem like much, but you can easily fit a weekend’s worth of luggage for your family. The boot opening is wide and the loading lip isn’t high, which makes loading items easy. The rear seats also split and fold to fit in more cargo. And since it doesn’t get a spare tyre, there’s even more space under the boot floor to store some soft bags. But the downside to this then is that you only get a puncture repair kit. Volkswagen Golf GTI features and safety – 7/10 India-spec car is fairly well-equipped The Golf GTI is brought in as a CBU, and it comes pre-specced. It is fairly well equipped, with a large 12.9-inch touchscreen that’s slick to operate and easy to navigate, a 10.25-inch digital driver’s display, Matrix LED headlamps, heated front seats, a sunroof, 3-zone auto climate control, a wireless phone charger, and more. No 360-deg, but rear camera and front sensors make it easy to park. However, there are many options available abroad, which haven’t been ticked for India, like a Harman/Kardon audio system, leather seats with power adjust and ventilation, Dynamic Chassis Control (DCC), among others, which would’ve really lifted the feel-good factor and made you feel more like you’re getting your money’s worth. Safety kit includes 7 airbags, and ADAS tech like adaptive cruise control, lane-keep assist, and autonomous emergency braking. The ADAS features, though welcome, do feel a bit too sensitive and intrusive for our road conditions. They can be turned off via the handy shortcut buttons in the centre console, but they will turn back on every time you start the car.  Volkswagen Golf GTI price and verdict – 7/10 The GTI is fun, emotional and quite easy to live with too. Priced at over Rs 50 lakh (ex-showroom), there’s no doubt the Volkswagen Golf GTI is expensive. And considering it misses some feel-good features and the fact that it’s a hatchback tips the scales further away from it. However, this was never meant to be a rational buy; it was always meant to be a heart-over-head decision. The Golf GTI is meant to be fun and emotional, and that it definitely is. And to top it off, it is also easy to live with and quite practical. Also see: Citroen Basalt X road test review Mahindra XEV 9S review: Real steal

Citroen’s India journey has been anything but smooth. Despite an SUV-only portfolio in both the premium and mass segments, the French manufacturer struggled to find its footing here. While lack of brand awareness and limited dealer presence hurt, it was poor product planning that really dented Citroen’s early efforts to connect with mainstream Indian buyers. Its cars – while dynamically competent and refreshingly different in design – were too minimalistic and simply not aspirational enough. To its credit, Citroen hasn’t thrown in the towel. Instead, the company has gone back to the drawing board, taking feedback from customers, dealers and the media very seriously. It’s now in the middle of what could be described as a strategic reboot. Now rebranded under the ‘X’ range, the new Citroen models promise more upmarket interiors, richer equipment lists and more competitive pricing to boot. Beginning this renewed push is the Basalt X, the most distinctive model in Citroen’s India line-up. The coupe-SUV styling already gives it a strong visual identity, but the bigger story lies inside. So, does this facelifted, better-equipped Basalt X finally deliver the substance to match its striking style? Citroen Basalt X design & engineering – 9/10 Coupe-like profile lends it a distinct character, and it looks stunning from most angles. Visually, the Basalt X is almost identical to the outgoing model, save for a subtle ‘Basalt X’ badge on the boot. That’s no bad thing, as the Basalt remains one of the most distinctive designs in its class. The front half is shared with its CMP-platform siblings, while everything aft the B pillar takes on a more coupe-like profile. The bonnet, fenders, A pillar and front doors are common components, underscoring Citroen’s modular engineering approach. Intricately detailed, sculpted tail-lamps look stunning and remain unchanged. They still feature halogen bulbs instead of the more modern-looking LED lights. Adding to its crossover credentials are thick plastic claddings around the squared-off wheel arches and a healthy 180mm of ground clearance. However, the 16-inch alloys look a size too small, and the tyres don’t fill the arches convincingly, leaving the car looking under-tyred from certain angles. Headlamps and DRLs continue to remain LED units. Fog lamps, which were halogens, are also LEDs now. Auto headlamp function is still missing. The Basalt’s unique three-box coupe silhouette, with its sloping roofline and pinched window line, gives it a striking stance. The twin roof humps cleverly hide the boot hinges while looking like sporty aero-inspired elements. That said, old-school flap-type door handles and an exposed keyhole on the driver’s side stick out on an otherwise modern design. On the upside, Citroen has upgraded the key to a flip-type unit with proximity sensors that auto-lock or unlock the doors – no button presses required. Flap-type door handle, with an ugly key hole on the driver’s door, is carried over. It gets proximity sensors for the key to automatically lock/unlock the vehicle, though. Dimensionally, the Basalt measures 4,352mm in length, 1,765mm in width and 1,593mm in height. It’s shorter than a Skoda Slavia but both wider and taller; its 2,651mm wheelbase is identical to the Czech sedan’s. Citroen Basalt X interior space & comfort – 8/10 Space is generous, and seats are comfy; front seat position isn’t ideal for tall drivers. New layered dashboard, with its tan and black dual-tone scheme, looks smart. It’s uplifted by gloss-black panels and textured plastics. Soft leatherette topping feels distinctly premium. Free-standing digital instrument cluster, touchscreen enhance its tech quotient. Citroen has clearly taken cabin feedback seriously, and the Basalt X’s interior marks a major step up. From the mid-spec Plus variant onwards, the dashboard has been completely redesigned. The new layered layout, with its tan and black dual-tone scheme, looks smart and is uplifted by gloss-black panels and textured plastics. The soft leatherette dash fascia and even the silver power window switches feel distinctly premium. The 7-inch digital instrument cluster and 10.2-inch touchscreen enhance its tech quotient, while warm ambient lighting adds a touch of class. Default position of the driver’s seat is too high, which is good for short passengers; not so much for six footers. The front seats are broad and comfortable, with an adjustable centre armrest for added convenience. However, even in its lowest setting, the driver’s seat is set quite high. While shorter drivers will appreciate the commanding view with the bonnet edges in sight, taller ones will wish for a lower height adjustment. Despite the sloping roofline, headroom for most, except six-footers, is adequate. Legroom is generous, seat is comfy. Rear seat comfort is equally impressive. Space is generous, though headroom is a bit tight for taller passengers due to the sloping roofline. Citroen has included thoughtful touches such as winged rear headrests and a segment-first adjustable thigh support that can be raised in four steps. For some, the seat squab’s protrusion might affect comfort, but others will appreciate the extra under-thigh support. In variants without this feature, the flatter seat base may actually feel more natural for longer journeys. Boot space is another big win – at 470 litres – it’s the largest in its class and even surpasses some sedans from a segment above. The hatch-style tailgate opens up a wide loading bay, though the high loading lip means heavy luggage will need some heaving. The rear backrests can be folded for added flexibility. Citroen Basalt X Features & Safety – 8/10 Gets most features users expect at this price, with the only big miss being a sunroof. No sunroof here. However, the roof gets grooves to provide further structural rigidity. Black roof is optional in the top variant; costs an additional Rs 21,000. Citroen has finally plugged the big gaps in the equipment list. The Basalt X now comes properly loaded with LED headlamps and fog lamps, keyless entry and go, ventilated front seats, cruise control, and an auto-dimming inside mirror – all previously missing. A 360-degree camera is now available for Rs 25,000 extra, but its resolution is low, and it’s clunky in its execution. Low resolution multi-view camera lacks clarity and detail. This feature is an optional extra in the top-spec for Rs 25,000. Another new inclusion is a smartphone-based AI voice assistant, named Cara, capable of natural contextual conversations in multiple languages. It works off the Bluetooth connection via your phone. The touchscreen supports wireless Android Auto and Apple CarPlay. Safety kit is comprehensive with six airbags, ESP, hill-start assist, and a tyre pressure monitoring system, and it also scored a 4-star BNCAP safety rating. Also on the list are conveniences like a wireless charger, climate control, rear AC vents, one-touch power windows, and power-folding mirrors. Physical buttons for the climate controls are nicely damped and feel quite upmarket. Citroen Basalt X Engine Refinement & Performance – 8/10 Expectedly, turbo feels effortless, but the NA does reasonably well in the city. Under the bonnet, the Basalt X continues with the same pair of 1.2-litre, three-cylinder petrol engines as before – one naturally aspirated, the other turbocharged. The Basalt’s 1.2-litre naturally-aspirated petrol engine produces 82hp and 115Nm. While the numbers may look modest on paper, the car’s relatively low kerb weight (1,065-1,108kg) and well-judged gear ratios make it feel lively in city driving. There’s enough punch to keep up with traffic, and it suits a laid-back driving style. However, drivein a spirited manner, and this engine’s lack of punch comes to light. For reference, it sprints from 0-100kph in a lazy 17.44 seconds, and rolling acceleration times from 20-80kph in third gear and 40-100kph in fourth gear are 14.69 seconds and 23.11 seconds, respectively. The 6-speed automatic transmission gets a tiptronic mode to shift gears manually. Its clutch feels springy, and the notchy 5-speed gearbox isn’t buttery smooth like a Maruti’s or Hyundai’s unit. As far as refinement goes, both NA petrol and turbo, being three-cylinder units, have a similar character. You will feel some vibrations in the cabin at idle, which subside once you start moving. Also, on spinning these faster, they get fairly vocal, and even though the sound isn’t coarse or unrefined, it is loud enough to coax you to keep the revs lower. The turbo-petrol engine produces 110hp and 190Nm of torque in the manual, while the automatic gets 205Nm of torque. This engine feels responsive, with crisp accelerator responses and minimal lag below 2,000rpm. What’s nice is that performance is brisk, which makes overtaking effortless and progress rapid. Its 6-speed Aisin torque converter automatic does duty on several other cars in the market. What’s immediately noticeable is its eager creep function, which feels a touch too jumpy when you lift off the brake pedal in D mode. This is a characteristic that’ll take some getting used to. From thereon, it is a pretty smooth unit, although occasionally, you will notice the torque converter unit making its shifts, especially in lower gears. So, in that sense, shifts aren’t completely seamless. Driving enthusiasts will miss paddle shifters, however, they still get the option to shift gears manually via a tiptronic mode on the lever. The Turbo-AT tips the scales at 1,233–1,240kg, which is on par with a top-spec Skoda Slavia 1.0 AT. However, when we compare their performance, the Citroen sprints from 0-100kph in 11.99 seconds, about a second slower than the Skoda. In rolling races from 20-80kph, the Slavia and Basalt X are neck and neck, and from 40-100kph, the Skoda is quicker by half a second. Where the automatic does a great job is to minimise the engine’s turbo lag; it is more noticeable in the manual version, especially if you’re caught in the wrong gear and the revs drop below 2,000rpm. Like the NA version, the 6-speed manual is a sure-slotting unit with well-defined gates, although it has a notchy nature. Its clutch feels progressive, but it’s a bit weighty. Like the AT version, the manual’s performance is comparable to a Skoda Slavia 1.0 TSI MT, being only milliseconds slower than its Czech rival. Citroen Basalt X Mileage – 8/10 Although not close to its claimed fuel efficiency, its real-world numbers are impressive. The NA petrol and turbo-petrol AT have claimed efficiencies of 18kpl and 18.7kpl, respectively. In city conditions, the NA petrol impressed with a respectable 11.77kpl, while the turbo-automatic managed 9.87kpl. Interestingly, despite the turbo variant’s automatic engine stop-start system, it rarely shut off during idling – the climate control was working overtime to maintain a cabin temperature of 22 degrees centigrade, with ambient temperatures hovering between 35-40 degrees centigrade. Out on the highway, the NA petrol delivered an even more impressive 15.83kpl; however, this time around, the turbo-automatic wasn’t far behind, at 15.01kpl. For reference, the turbo-automatic cruised at 100kph in sixth gear at 2,000rpm; the base NA petrol doesn’t get a tachometer to note the same. Citroen Basalt X Ride Comfort & Handling – 9/10 Ride quality remains its standout strength, and it’s a confident handler. This is where the Basalt truly shines. Ride quality remains its standout strength, and few cars under Rs 20 lakh can match its ability to absorb rough roads and broken tarmac. The suspension soaks up bumps and potholes with a level of composure that feels distinctly premium. The 180mm ground clearance gives it ample ability to tackle bad roads without scraping. However, the same soft setup results in a touch of floatiness at highway speeds, particularly over undulating surfaces. There’s also noticeable body roll around corners, but mechanical grip levels are good, and the chassis remains predictable. The steering is light and direct at low speeds, making urban manoeuvres effortless. Its tight 4.9-metre turning radius further enhances city usability. As speeds rise, the steering gains weight, albeit inconsistently, but it never feels disconnected. Overall, the Basalt favours comfort over dynamism – a car that feels secure and planted rather than sporty or engaging. Citroen Basalt X Price & Verdict – 8/10 Citroen has taken two steps forward with this update and finally made the Basalt X feel desirable. The early car’s basic key has been upgraded to a flip-type unit, which befits a vehicle of this price. Features lock and unlock buttons, but no button to unlock the boot. The Basalt X is priced between Rs 7.95 lakh and Rs 9.42 lakh for the petrol, which makes it exceptional value for money, undercutting the Maruti Dzire, a sedan benefitting from the lower sub-4-metre tax slab. The turbo-petrol at Rs 10.82 lakh and Rs 13.11 lakh, on the other hand, has its work cut out as it competes in a far more crowded space with midsize sedans, compact and even entry-level midsize SUVs. Adjustable thigh support available in the top-spec auto version; raise in steps for added comfort. Thigh support in variants without this feature is also good. However, the Basalt X’s new interior and a lengthier features list lend it a newfound desirability. Additionally, this Citroen’s biggest strengths are its sensible packaging, cavernous 500-litre boot, and exceptional ride quality. The biggest challenge remains Citroen’s limited network, which restricts reach and confidence. Still, for those living near a Citroen touchpoint, the Basalt X is a distinctive, comfortable, well-priced alternative that is now finally truly desirable. Also see: 2025 Citroen Basalt X video review Citroen Basalt X AT vs Skoda Slavia AT: Real world mileage compared

Mahindra’s three-row electric SUV has been a long time coming. We first saw the concept in 2022, then called the XEV e8. Since then, it has waited in the wings while the BE 6 and XEV 9e stole the spotlight, showing what the INGLO platform is capable of. Those two have done rather well for themselves, clocking 30,000 units in just seven months. But the XEV 9S is the one Mahindra hopes will deliver real volumes and is arguably the most important of the lot. With its aggressive pricing, it certainly has the potential. But with ICE still being the preferred choice for SUV buyers, does it make a convincing case for going electric? We got behind the wheel in Bengaluru to find out. Mahindra XEV 9S exterior design and engineering – 8/10 All the INGLO platform’s goodness without the compromises of a coupe-like roofline.  The XEV 9S shares its INGLO platform with the BE 6 and XEV 9e. Despite similarities to its ICE cousin, the XEV 9S is not just an electrified XUV700. For one, it’s based on Mahindra’s INGLO – or Indian Global – electric architecture, which means it is RWD, whereas the XUV700 is natively FWD. It uses an LFP battery mounted in the floor, powering a motor on the rear axle. It’s worth noting that the battery doesn’t compromise ground clearance, with Mahindra quoting 201mm (219mm from the battery), which is on par with the XUV700. Fitting the XUV700’s bodywork onto this platform required some re-engineering, resulting in a slightly shorter wheelbase than the XEV 9e and BE 6 – 2,762mm versus 2,775mm. Overall length is 52mm shorter than the XEV 9e but slightly longer than the XUV700, thanks to different bumpers. Both in terms of dimensions and road presence, the XEV 9S sits very close to its ICE counterpart. At first glance, it looks like the front end is lifted straight off the XEV 9e, but there are subtle differences. The LED lighting signature is similar, running along the width and then continuing downward to frame the fascia, but the lighting element itself is thicker. LED headlamps flank a blanked-off grille with Mahindra’s Infinity logo centred – rather than sitting on the bonnet like on the 9e. The lower half of the bumper is finished in gloss black with two slim slots to meet cooling needs. The SUV-like shape helps make it more practical than the coupe-like XEV 9e. In profile, there is no doubt where this top hat comes from. The gloss-black treatment continues along the wheel arches and side sills, which also have a serrated pattern and subtle INGLO lettering. Compared to the 19- and 20-inchers available on the other two INGLO SUVs, the XEV 9S’s 18-inch wheels are smaller but have a fatter sidewall that fills out the arches quite nicely. They are also aero-optimised, which, along with the flush door handles, helps eke out every last kilometre of range. The glasshouse and shoulder line are identical to the XUV700, but that is no bad thing. The pronounced shoulder line, with its now-trademark kick-up at the C-pillar, gives it muscular haunches. Sheet metal at the rear is also shared with the XUV700, but a black trim panel connects the new LED tail-lamps, which feature neat hexagonal detailing and a blacked-out finish for the non-illuminated surfaces. Mahindra has resisted the temptation to give it a connected light bar, choosing instead to place classy XEV 9S lettering below the number plate. A squared-off gloss-black bumper featuring a faux diffuser and more of that serration finishes things off nicely. Overall, it’s a cohesive piece of design, merging the familiar with the fresh. It’s not as flamboyant as the BE 6 or XEV 9e, but buyers looking for a family car should have no problem with that. 18-inch aero alloys shod in thick 235/60 R18 tyres. Mahindra XEV 9S interior space and comfort –  8/10 Comfortable and spacious cabin let down by few ergonomic quirks; third-row headroom is tight for taller individuals. Inside, the dashboard of the XEV 9S is lifted straight from the 9e, as is the two-spoke steering wheel. A triple-screen panel stretches across its width, while the surface immediately below is trimmed nicely in olive green leatherette. Almost everything below this line, however – from the glovebox cover to the sides of the centre console – is hard, scratchy plastic. The centre console has also been carried over and features a stubby drive selector that’s very slick and easy to use. The dash and three-screen setup is lifted directly from the XEV 9e. Overall, it has the same sophisticated feel as the 9e, but also a few of the ergonomic quirks. The steering wheel, for instance, looks good and is nice to hold, but it’s all too easy to accidentally press one of the haptic buttons when you go to honk. Having key functions like the HVAC controls in the screen is also not ideal. Then there’s the passenger’s screen, which lacks a privacy filter and distracts you when you glance at the far-side mirror. We noted all of the above during our review of the XEV 9e last year, but unfortunately it hasn’t yet been addressed. Front seats offer good bolstering and adjustability. Comfort, though, is very good. The front seats are wide and supportive, and it’s easy to find a comfy driving position with the steering rack that adjusts for reach and rake. Similarly, the bench in the middle row – a captain’s chair setup is not being offered just yet – is wide and comfortable. You don’t sink into the seat, partly due to the stiff leatherette upholstery, but it’s supportive nonetheless. Thigh support is also good, the seat-back angle adjusts a few degrees, and it can even slide back for more legroom. The middle passenger will appreciate the flat floor; without them, the others can enjoy the centre armrest in addition to the sunblinds on the doors. Reclining and sliding second row of seats are also comfortable. Getting into the third row is fairly straightforward using the one-touch tumble function. Comfort is better than in the XUV700 when you slide the middle-row seat forward, though headroom is still tight for anyone above average height. You also end up in a very knees-up seating position that can’t be comfortable for too long. However, for children or on shorter journeys, the back seat is quite usable. The inclusion of a rear drive motor under the floor hasn’t eaten into the cabin, as it occupies the space vacated by the large fuel tank. With the rearmost seats folded flat, boot volume is 500 litres, but with the seats up there’s only enough room for a few soft bags. Thankfully, the cargo space is supplemented by a generous 150-litre frunk. Third row is best for children as adults will find themselves in a knees-up position and headroom lacking. Mahindra XEV 9S features and safety –  9/10 Packed with features and technology, but the infotainment’s user-interface can be confusing Passenger side touchscreen does not have a privacy filter and has potential to distract the driver. Just like its brethren, the XEV 9S is packed to the gills with features – even bettering the 9e in some regards. The trio of 12.3-inch screens on the dash dominate the experience and are powered by Mahindra’s Artificial Intelligence Architecture, controlling everything from ADAS to infotainment. The digital driver’s display is vibrant and sharp, with a different theme for each of the five drive modes – the somewhat ambiguously named Default, followed by Range, Everyday, Race and Snow. Content on this screen is customisable too, with options including a full-sized map or the feed from the side cameras. This is complemented by a head-up display showing key info and even augmented-reality navigation arrows. Customisable digital instrument cluster is sharp and clear.   The centre infotainment screen packs in even more. Wireless Apple CarPlay and Android Auto feature, in addition to built-in Amazon Alexa and ChatGPT. There are over 60 apps covering everything from entertainment to shopping, and at times it feels like overkill. The 360-degree camera, while sharp, isn’t the most responsive. There is also plenty of information available on vehicle functions, charging and efficiency. The passenger screen gets many of the same apps and can even stream content on the move, but a privacy filter would be nice to stop it distracting the driver. The main bugbear, however, is the interface. Several functions are buried behind menus and sub-menus, which takes some getting used to. There are shortcut buttons on the centre console, but even then you’ll find yourself diving into the screen or using the rotary knob to navigate through all the information being thrown at you. Mahindra’s Driver and Occupant Monitoring System, or DOMS, also features here: it monitors the driver’s alertness but can also be used for video calls. You can even monitor the interior of the vehicle remotely, while a new Pawpal feature maintains a safe cabin temperature for when you need to leave your pet in the car briefly. Panoramic sunroof offered on all variants. In addition to all of the above, there’s a 16-speaker Harman Kardon sound system that can be synced with the ambient lighting, and electrically adjustable front seats that are ventilated, with a memory function and boss mode controls. Rear passengers also get a Bring Your Own Device (BYOD) setup to mount tablets, two 65W Type-C ports and a dedicated wireless charger. The outer two rear seats are ventilated as well, while the massive panoramic sunroof is openable – both enhancements over the XEV 9e. The only miss is a lack of a powered tailgate.  In terms of safety, the XEV 9S gets six airbags (seven on Pack Three), tyre pressure monitoring, ISOFIX mounts and ESP as standard. There is also a comprehensive ADAS suite that uses five radars, twelve ultrasonic sensors and one camera for features like Automatic Emergency Braking, Lane Keep Assist, Lane Centering, Traffic Sign Recognition, Adaptive Cruise Control and Autonomous Emergency Steering. Our drive was limited to the two-lane roads around Nandi Hills, so we couldn’t properly test the full suite, but Traffic Sign Recognition worked very well and we didn’t experience any unexpected interventions. 360-degree camera is available from the Pack Two Above variant onwards. At the time of writing, the XEV 9S has not received a crash test rating, but both other SUVs on the INGLO platform scored a full 5-stars Bharat NCAP safety rating. Mahindra XEV 9S performance and refinement –  9/10 Strong performance for its mass, with good refinement and low wind noise. In addition to the 59kWh and 79kWh battery packs available on the other two INGLO vehicles, Mahindra has also introduced a 70kWh variant on the XEV 9S. The torque rating on all versions is 380Nm; however, power figures vary depending on the battery pack. The 59kWh version produces 231hp, the 70kWh makes 245hp and the 79kWh is the most powerful at 286hp. We tested the 79kWh version, and even in the most docile of the drive modes, performance is more than adequate. Each subsequent mode is noticeably more potent than the last, yet all offer a nice, linear build-up of torque without any twitchiness at low speeds. Overtakes require very little planning and no more than a slight flex of the right foot. To put this into numbers, Mahindra claims a 0–100kph time of 7 seconds and a top speed of 202kph. It is launched in RWD form only, for now. The XEV 9S also gets five regenerative braking modes, as well as a one-pedal driving mode, switchable via buttons on the steering wheel. All of these work well, particularly the one-pedal mode that brings the vehicle to a smooth, controlled stop – almost negating the use of the brake pedal in urban driving. Step on the brakes, though, and the four-wheel discs bring this heavy SUV to a confident halt, but pedal feel could be better. Refinement is also excellent, with almost no noticeable wind or tyre noise entering the cabin even at higher speeds. One quirk we did pick up is that with the third row folded flat, a distant whirring from the motor can be heard in the second row; however, this disappears when the seats are raised. Mahindra XEV 9S range and efficiency – 8/10 Three battery packs to choose from; 79kWh promises around 450km of real-world range. Mahindra claims an MIDC range of 521km for the smallest 59kWh battery pack. This rises sharply to 600km for the 70kWh unit and 679km for the 79kWh unit. While our brief test didn’t allow us to verify these numbers, in our real-world test of the 79kWh XEV 9e we managed a combined efficiency of 5.78km/kWh, or a real-world range of 456km. The XEV 9S should be fairly close to these numbers in the real world too. 79kWh battery expected to provide about 450km of real world range. There are two choices when it comes to AC wall chargers – 7.2kW and 11.2kW – although they aren’t included in the cost of the car, priced at Rs 50,000 and Rs 75,000 respectively. Topping up the biggest battery from 0 to 100 percent takes 11.7 hours using the former, while the latter does the same in 8 hours. The XEV 9S accepts up to 180kW of DC fast charging, which takes the 79kWh battery from 20 to 80 percent in 20 minutes. All versions of the XEV 9S use LFP cells, which aren’t as energy dense as some other chemistries but are more stable and durable – evidenced by Mahindra offering a 15-year or lifetime warranty to the first owner. Mahindra XEV 9S ride comfort and handling – 8/10 Ride has been softened compared to the 9e and can feel floaty on undulating surfaces; well-weighted steering is a highlight. Variable ratio steering is a proper highlight. The XEV 9S rides on independent suspension at both ends, just like the XEV 9e. Pack One and Pack Two trims get passive frequency-dependent damping, while Pack Three upgrades to Intelligent Adaptive Suspension that Mahindra claims can react to changes in surface in 15 milliseconds. This, combined with the 18-inch wheels and tall sidewalls, gives the XEV 9S excellent bump absorption. Mahindra has softened the suspension compared with the XEV 9e, in keeping with its intended role as a family car. It shrugs off sharp bumps and potholes at both slow and fast speeds, but on gently undulating tarmac a constant vertical movement becomes quite apparent and can get disconcerting as speeds rise. The firmer damping in Race mode reduces this and better controls this vertical body movement.  For such a heavy SUV, the XEV 9S also feels quite stable around bends. Body roll is well managed, partly thanks to the low centre of gravity, with the semi-active dampers doing their bit to keep it flat. It will happily carry a surprisingly high pace through a winding road, with the low rolling-resistance tyres being the real limiting factor. Helping matters is the electric steering, which is very well judged. Effort required at parking speeds is very light, effectively masking the size and weight of the vehicle, but crucially it weighs up noticeably at speed – even more so in Race mode. At a fast clip, it helps place the car accurately through bends, aids stability and even delivers some feel and feedback. This is largely down to the RWD architecture, which allows the front axle to get on with the job of steering without being corrupted by also having to transmit power to the road. But mind you, this isn’t a tail-happy hooligan – it defaults to predictable understeer when pushed, meaning it can be safely enjoyed by drivers of varying skill levels. Mahindra XEV 9S price and value for money –  10/10 Under Rs 20 lakh for a well-equipped Pack One Above is an absolute steal   As impressive as they are, the XEV 9e and BE 6 are not for everyone. Their coupe-like rooflines come with compromises in rear headroom and luggage space, not to mention styling that may be a little too radical for some. By taking everything that’s great about the INGLO-based cars and giving it a familiar top hat, Mahindra has created an eSUV with much broader appeal. It has characteristics that both the self-driven and chauffeur-driven will appreciate, with the added benefit of a usable third row. If that wasn’t enough, Mahindra has absolutely nailed the pricing. At Rs 19.95 lakh (ex-showroom, introductory), the entry-level Pack One Above trim undercuts the base XEV 9e by almost Rs 2 lakh, while the top-spec Pack Three Above 79kWh, at Rs 29.45 lakh, is about a lakh cheaper than the equivalent XEV 9e. Considering everything you get for the money, that’s exceptional value. What’s more, the 9S’s entry-level trim sits in the same ballpark as the AX7 variant of the XUV700. So is the XEV 9S now a serious alternative to a petrol or diesel SUV? All signs point to 9-yes! Also see: Mahindra XEV 9S vs rivals: Specs, price, battery, range compared Which Mahindra XEV 9S variant should you buy?