WP Drives

Ferrari’s revived 849 Testarossa is the SF90 replacement and takes over as the flagship of the legendary Italian sports-car maker’s regular range. It mixes a proper heritage badge and design cues from the 1970s/80s with a very modern and potent plug-in hybrid powertrain. Ferrari has taken the basic ingredients of the SF90 and added dollops of nostalgia, tech and spice to cook up the most powerful production Ferrari short of the F80. Producing 1,050hp and rocketing to 100kph from standstill in 2.3 seconds, the 849 Testarossa is deep into hypercar territory while still being a series-production Ferrari. But does it live up to the Testarossa legacy? Ferrari 849 Testarossa Exterior Design and EngineeringThe 849 Testarossa’s design walks a fine line with a nod to the ’80s icon but without going full retro. It combines a sharp, almost concept-car silhouette with cues from Ferrari’s ’70s sports prototypes. Some will see it as a bold reinterpretation, others as a slightly over-styled attempt to cash in on Testarossa nostalgia without the drama of the original car’s side strakes and flat-12 aura. The 849’s silhouette is almost concept car-like, drawing cues from Ferrari’s ’70s sports prototypes.The twin-tail rear, inspired by the 512 S and 512 M racers, is the 849 Testarossa’s defining design element, effectively splitting the tail into two buttresses with an active panel between them that can add up to 100kg of extra downforce when raised. With the optional Assetto Fiorano pack, which includes lighter components, extra aero bits and more aggressive rubber, total downforce is quoted at 415kg at 250kph – 25kg more than the SF90 – while reducing drag by around 10 percent.The front is less theatrical, and the black band running across the nose masking the lights is there to mimic the pop-up headlamps of the last Testarossa. The underbody is more complex than before, reworked with multiple pairs of vortex generators and a more deliberate pathway for cooling and underbody airflow. In fact, Ferrari engineers say that the 849’s doors are the most complex – sculpted units channelling airflow into the side intakes, highlighted by a vertical black band. The twin-tail rear is the 849 Testarossa’s defining design element.Visually, the 849 takes Ferrari’s current design language and pushes it into more polarising territory. Whether you like the overall look is subjective; the car has drawn plenty of comments online, particularly from those nostalgic for Pininfarina’s cleaner lines. But it undeniably has presence, and in the Indian context, the 849 Testarossa’s strong visual identity is almost part of the value proposition. Indian supercar buyers just love to flex, and with the distinctive 849 Testarossa, they certainly can!Ferrari 849 Testarossa Interior Space and ComfortButtons for key functions make their way back into the interior.Inside, the 849 is more evolution than revolution. The split cabin layout from the SF90 is retained, with the driver cocooned by a high centre console and a wide digital instrument panel – a separate screen is available for the passenger. However, Ferrari has responded to criticism of its all-haptic steering wheel by reinstating physical buttons for most key functions, leaving only the eManettino as a capacitive control. Also, the drive-controller aluminium gate has been shifted up, so it’s more in your line of sight. These sound like small changes but make the basic interaction with the indicators, wipers and drive modes so much easier when driving flat out.A new ‘bridge’ divides the space between the driver and passenger, and the quality of materials is suitably high. Assetto Fiorano cars layer in more exposed carbon and slimmer bucket seats, while the standard specification leans a little more toward a GT. Space remains tight. Storage is limited to a shallow front boot and a few small cubbies in the cabin – enough for an overnight bag or two, but nothing more commodious. That pretty much matches how a hypercar like this is used – for track days and short, focused drives, not long, luggage-heavy tours for which you need something like the Amalfi or the 12Cilindri.Storage is minimal, just enough for a short getaway. Ferrari 849 Testarossa Engine and Specs The 849’s PHEV hybrid engine is conceptually the same as the SF90’s, pairing a 4.0-litre V8 with three electric motors. Two motors sit on the front axle for all-wheel drive and torque vectoring (helping pull the car out of corners), and one on the rear axle (the MGU-K from F1 tech) that assists the V8 for extra power and energy recovery under braking.Ferrari says that the combination of a V8 and three e-motors offers the perfect blend between power, weight and balance. However, individual components have been heavily reworked.4.0-litre V8 with signature red cam covers tucked deep down inside the engine bay. The V8 now uses a new block and heads, lighter valvetrain components and the biggest turbos yet on a Ferrari engine to achieve its 830hp peak at 7,500rpm and 842Nm of torque at 6,500rpm. The three e-motors draw from a 7.45kWh battery mounted low and transversely behind the cabin, producing a combined 220hp – total system power stands at a massive 1,050hp. There’s roughly 16-25km of electric-only running in eDrive mode, which turns the 849 into a front-drive EV at modest speeds, quietly unobtrusive when leaving or returning home in the wee hours of the day. There’s no conventional reverse gear either; all rearward motion is handled electrically, with Ferrari always retaining a small energy reserve in the battery to ensure it’s available when needed.Drive-control gate, moved higher up, is now easier to operate. Integrating three electric motors with a combustion engine in a cohesive, seamless way is the real secret sauce behind making a car feel dynamically exceptional. That’s where the 849 is a big step ahead of the SF90, in how intelligently all these systems are made to work together. Ferrari has introduced an entirely new control philosophy centred on an electronic brain – the Ferrari Integrated Vehicle Estimator (FIVE). This creates a “digital twin” of the car in real time to predict how it’s moving – speed, yaw, grip, weight transfer – and then finely orchestrates traction control, all-wheel drive, braking and stability systems for sharper, more consistent handling.Numbers provide some context. With this new setup, the springs are now optimised and 35 percent lighter, roll stiffness is around 10 percent higher, and there’s a claimed 3 percent increase in lateral grip. So how does all this techno wizardry translate onto the road and track? Ferrari 849 Testarossa Performance and RefinementThe day starts on a glorious stretch of Spanish countryside, north of Seville. The road snakes its way through the hills, narrow but empty, with clear sightlines that let you gently straighten a few corners without fear of oncoming traffic. From the very first squeeze of the throttle, the impression is one of utterly ferocious pace. Acceleration is staggering, and with this gearing, the 8,300rpm redline is something I can only hit in first, second, and occasionally, third gear.You need the right road to exploit the 849’s explosive performance. The surface is slightly damp, so I stop short of the more extreme modes and settle for Race, which already feels borderline excessive in these conditions. The 8-speed twin-clutch auto gearbox is simply fantastic. Gear shifts snap through instantaneously, and the software blips the engine on downshifts to match revs. The mildest squeeze of my right foot results in an immediate and brutal response, and the way the car hurls itself forward, pinning me to my seat, briefly knocks the breath out of me. My brain tries to process just how quickly the 849 gathers speed, and on these single-lane roads, the trees close in and whip past like I’m blasting through a tunnel.The electric motors are the silent enablers here, seamlessly filling in any power gaps and completely masking any trace of turbo lag. What you get isn’t a classic big-turbo crescendo but a relentless, hyper-EV-style surge that never lets up. At full throttle, the combined punch of the engine and e-motors arrives almost instantly, at any rev and any gear. Performance is on a stratospheric level, and exploiting it properly demands the right road, the right conditions and a fair bit of restraint.The e-motors are silent enablers, masking any trace of turbo lag. The 849 Testarossa’s complex powertrain is hugely effective, but it also underlines a few criticisms of the engine itself. Compared to the 296 GTB’s V6, the V8 here is less vocal and not as distinctive, particularly at road speeds. The soundtrack, though throaty, is more functional and linear than operatic, especially when you’re not pulling it to the redline. Ferrari 849 Testarossa Ride Comfort and HandlingFlicking through the curves and twists, the 849 Testarossa feels extremely stable and predictable, unlike the SF90 that could occasionally feel as if the front axle had a mind of its own when the hybrid torque vectoring kicked in. The FIVE system in the 849 largely resolves this, so instead of intimidating you, the car flatters your inputs, builds confidence and makes you feel like a hero. What makes the 849 controllable at speed, particularly in tight sequences or over broken surfaces, is that the weight is concentrated between the axles, so agility doesn’t suffer in the way it might in a big, front-engined V12.849’s predictable dynamics make it a delight to drive. With just two turns lock-to-lock, the 849’s steering is quick, though not as hyperactive as the 296’s, which feels ultra-alert straight off centre. That slight calmness is partly down to size and weight: the bigger, heavier, all-wheel-drive 849 simply doesn’t deliver quite the same level of intimacy as its younger sibling. The 296, as a pure two-wheel-drive car, feels more involving and dynamically purer, with an unsullied steering feel. Push hard in the 849, and you can feel the influence of the driven front axle under full power subtly filtering to the steering. Of great importance to the Indian owner is the astonishing ride quality of the 849 Testarossa. With the standard MagneRide dampers in their softer “bumpy road” setting, the 849 rides with more compliance than you’d expect of a 1,700kg hyper hybrid on 20-inch wheels, and ground clearance with nose lift is sufficient for most urban obstacles and speed breakers; however, you still need to exercise some caution. Ferrari 849 Testarossa Track Experience The Asseto Fiorano-spec 849 sheds its last layer of civility. Back at base – the Monteblanco circuit, around 60km west of Seville – a bright red Assetto Fiorano 849 is waiting for me in the pit lane. In Assetto Fiorano spec, the 849 Testarossa feels like it’s shed its last layer of civility and gone fully track-native. It gets racing seats with a four-point harness, sticky Michelin Cup 2 rubber, extra downforce and Multimatic dampers, and loses 30kg in the process. The effect is immediately obvious. There’s a greater sense of bite on turn-in, phenomenal grip everywhere, and a car that is glued to the tarmac in a way the standard setup simply isn’t. Even on a damp circuit where grip is limited everywhere, the Assetto Fiorano car feels locked in and eager to change direction.Track-native Asseto Fiorano gets race seats with a four-point harness.The best part for novices like me is that the Assetto never feels nervous. The pin-sharp and ultra-precise steering conveys exactly how much front-end grip you have. At the limit, there’s that initial bit of confidence-building understeer into the corners, which smoothly blends to oversteer as you press on the throttle. Where it all comes together beautifully is with the Manettino set to CT OFF.This is when the Testarossa stops feeling like an intimidating hypercar and starts making you feel like a hero. With CT OFF, the electronics allow small, neat slides out of the corner, easily caught with a dab of opposite lock. It’s an incredible feeling being able to step the tail out knowing that there’s a safety net that’s always quietly in place to make sure your reflexes and car-control skills aren’t tested beyond their limits.And it’s on the track that you can fully exploit all 1,050hp. Powering down the 1km straight, with lightning-quick upshifts, I could hit around 270kph before stomping hard on the super-effective brakes – massive carbon-ceramic discs (410mm front, 372mm rear) that delivered rock-solid consistency and superb pedal feel lap after lap.The Assetto Fiorano is one incredible track tool, and the best part is just how accessible all the power and performance feels.Ferrari 849 Testarossa price and verdict But how accessible will the Ferrari 849 Testarossa be to Indian customers? Priced at just over Rs 10 crore, ex-showroom (plus options, of course), it’s an eye-watering sum that could buy you a 3BHK in South Mumbai. Frankly, the lesser 296 GTB is the sweeter car to drive. It has more character, sounds better, feels more involving and, in many ways, is all the Ferrari you’ll really ever need.849 Testarossa’s price is Rs 10.37 crore (ex-showroom, India), before options. But the 849 Testarossa is a statement car. With over 1,000hp, outrageous straight-line pace, cutting-edge hybrid tech and unmistakable road presence, it represents the absolute peak of Ferrari’s regular production range. And that matters in the Indian context. Indian supercar buyers love to flex, even if they can only ever exploit a fraction of the performance on public roads. The 849 Testarossa delivers that flex in spades – visually, technically and emotionally. For most owners, the new Ferrari flagship hypercar is simply a declaration of arrival.

What we have here is the Volkswagen Tayron, and there’s a reason it looks familiar. Think of it as an XL-sized Tiguan with the big advantage of the added length being the inclusion of a third row of seats. In simple terms, the Tayron is to the new Tiguan what the Tiguan Allspace was to the old one. Volkswagen Tayron Exterior Design and Engineering – 8/10There’s a clear visual connection to the Tiguan, but look closely, and you’ll find a few differences in the details. The Matrix LED headlights are slightly different, and there’s a slimmer panel between the lights too. The de rigueur full-width light bar is part of the lighting package, and even the VW logo illuminates. The bumper design changes – though, with this too being a sporty R-Line version, there’s a large gloss-finished mesh section, wide air intakes with prominent slats and aero channels at the edges.Matrix LED headlamps are connected via a light bar and an illuminated VW logo. Long wheelbase and rear overhang make Tayron look substantialThe real difference is evident in profile. The wheelbase is 109mm longer, while the extended rear overhang pushes overall length to 4,792mm – a massive 253mm more than the Tiguan. The gloss effect makes its way to the sides, too, on the wheel arches and mirrors. Styling is clean with neat lines, and we really like how the shoulder line swells from the rear doors to the tail and the silver surround that dips down from the roof to the rear glass section. At the back, there are intricately done tail-lights with LED elements. Of course, there’s a light bar too, and even the VW logo glows. There’s a glossy mesh-like look for the lower portion of the bumper, but the exhaust pipes, sadly, remain hidden from view. The shoulder line swells from the rear doors to the tail, lending a muscular stance to the SUV.The Tayron is an attractive SUV, and the contrasting black elements on this R-Line do help lend some sportiness to the design. Do note that a lower-trim version of the Tayron comes later this year and would likely get simpler detailing and wheels. The Tayron is a sister model to the Skoda Kodiaq. Under the skin, the monocoque-bodied Tayron has much in common with the Skoda Kodiaq. They are built on the same platform, are nearly identical in size and are powered by the same engine. Volkswagen Tayron Interior Space and Comfort – 8/10The dashboard design is largely identical to the 5-seater Tiguan R Line. Step inside, and it’s immediately familiar Volkswagen territory, which means quality comes first. The Tayron delivers the solid door shut and premium tactility we associate with the brand. Most surfaces you interact with feel high-quality, and the seats are comfortable, plush and suitably premium.The steering wheel may not break new ground in design, but it’s well-finished and sensibly equipped with physical controls for key functions. Alcantara-like trim adds a sporty touch and works beautifully with the ambient lighting, which is superbly executed. At night, the combination of ambient lighting, crisp digital dials and the large touchscreen looks particularly impressive. Poke a little lower down, however, and you will encounter some harder plastics that feel less Volkswagen-like.The cabin looks particularly impressive at night with tasteful use of ambient lighting. Minimalist dash is dominated by a 15-inch touchscreen The dashboard is shared with the Tiguan and can best be described as minimalist. Physical buttons are absent, with almost all functions routed through the 15-inch touchscreen. Despite its laptop-rivalling size and appearance, the screen is well-positioned and doesn’t seem in-your-face. The screen layout is intuitive, with key information in large tabs and minimal menu layers. But the thing is, even the climate control and seat ventilation settings are bunched onto the screen (though they are always visible). Touch-type sliders below the screen can be used to alter temperature and volume but aren’t as tactile or satisfying to use as a physical button or knob. A rotary dial on the center console is among the few physical switchgears inside the cabin. The sole physical controller is a rotary knob at the centre console that can be used for volume, drive modes and ambient lighting themes. Do note there’s no traditional gear selector on the Tayron. Gear selection is handled by a stalk behind the steering wheel – something that’s surprisingly easy to get used to.Gear selection via a stalk behind the steering wheel helps free up storage space on the centre console.Relocating the gear selector has freed up considerable space on the centre console. Storage is generous, starting with two wireless charging pads concealed beneath a flip-up panel at the base of the dashboard, along with twin USB Type-C ports. Between the seats sits a removable cup holder module, while under the centre armrest is a large storage bin. The glove box is big, and the felt-lined door pockets are large too.Middle-row seat offers slide and recline but doesn’t tumble forward for access to the third rowSecond-row space is impressive, with good knee room and plenty of space to tuck your feet under the front seat. The 60:40 split bench slides fore and aft to balance second- and third-row space, and the backrest reclines by about 15 degrees. The middle-seat passenger won’t have it as nice, though. The high centre tunnel and contouring of the seat hamper comfort. The second row offers good space even for tall passengers. The middle row is best enjoyed by two, with the centre armrest folded down and its clever adjustable cup holder deployed – it swivels a couple of degrees for easier access. The third row is not for everyone. Kerbside access requires you to slide the larger of the 60:40 split seats; the seat doesn’t tumble forward, and access is via a small opening. Space is also tight, with limited knee room and headroom for large adults. Short journeys are possible by balancing space between the rows, so long as you sit in order of height.Third row access is inconvenient, and space is tight.  What does impress is the luggage space. Even with all seats up, there’s enough room for cabin bags. Fold the third row, and luggage capacity expands to a massive 850 litres. Dropping the second row too opens up a cargo van-rivalling 1,900 litres. Also worth highlighting is that a powered tailgate – missing on the Tiguan – is standard here, complete with gesture control.Volkswagen Tayron Features and Safety – 8/10Powered and ventilated front seats, a 360-degree camera and a powered tailgate are part of extensive feature setThe Tayron gains several features that were missing on the Tiguan. The broad and accommodating front seats now pack power adjust, memory and ventilation, in addition to massage and heating that were included on the Tiguan. Another welcome addition is a 360-degree camera, although the resolution should have been better for a vehicle at this price point. The Tayron R-Line also gets a 10.25-inch digital instrument cluster with multiple themes, a head-up display, three-zone climate control, a panoramic sunroof and an 11-speaker Harman Kardon audio system.The 360-degree surround-view camera could have done with better resolution. Rear passengers also get sunshades for the large windows – a real boon on hot days. What’s missing, however, is a boss mode to adjust the front passenger seat from the rear.ADAS is part of the packageThe Tayron is equipped with a suite of ADAS features, including lane-keep assist, automatic emergency braking, driver-drowsiness detection, adaptive cruise control and auto-park. Lane-keep assist and adaptive cruise control worked well on the wide and well-marked roads around Jaisalmer. Safety equipment also includes nine airbags (including a centre airbag), ABS, electronic stability control, tyre-pressure monitoring and hill-hold assist.Front seats are powered and feature memory, heating, ventilation and massage functions. Volkswagen Tayron Performance and Refinement – 9/10Tayron is solely offered with a 2-litre turbo-petrol enginePowering the Tayron is the same 2.0-litre turbo-petrol engine as the Skoda Kodiaq, producing 204hp and 320Nm. Power is sent to all four wheels via a 7-speed dual-clutch automatic transmission. Before you ask, there’s no diesel option, though the turbo-petrol goes all out to make converts of the modest, ardent diesel-heads. VW’s EA888 engine remains one of the best four-cylinder units in the business. It’s smooth, refined and responsive, and instantly likeable. The engine doesn’t bunch up all 204hp but delivers its power over a wide spread. Mind you, the Tayron is quick. Volkswagen claims 0-100kph in 7.3 seconds and a top speed of 224kph.Performance is smooth, refined and spread over a wide rev range. Sporty engine note complements strong performance The engine’s sound adds to the experience too, with a gravelly note at low speeds that becomes throatier as pace builds. The dual-clutch gearbox complements the engine well, delivering smooth shifts, especially on the highways, and adapting neatly to driving style. On the wide roads around Jaisalmer, low-speed hesitation – a common DSG trait – wasn’t evident, though real-world city testing will tell the full story. Also, real-world fuel economy in chock-a-block city driving is yet to be tested.Volkswagen Tayron Mileage – 6/10Volkswagen has not yet released fuel economy figures for the India-spec Tayron. Being a turbo-petrol unit, the engine is very sensitive to driving style. Drive with enthusiasm, and you will see the economy figure tumble to the mid-single digits.  Volkswagen Tayron Ride Comfort and Handling – 8/10Drive modes help tweak experience, but Dynamic Chassis Control isn’t includedThe Tayron feels noticeably more alert in Sport mode; at highway speeds, it is sure-footed and stable.You can alter the experience with drive modes that tweak steering, engine response, AWD behaviour and ESC settings. Switch from Comfort to Sport, and the Tayron feels noticeably more alert, with added steering weight and a keener character.That said, one feature keen drivers may miss is Dynamic Chassis Control (or damper control in simple English), which was offered on the imported Tiguan. At higher speeds, there’s some vertical movement, though it’s never unsettling. Overall, the Tayron feels sure-footed and stable, even at Autobahn-style speeds.Despite large size, Tayron is easy to drive Ride quality is generally comfortable, but there’s a hint of firmness at city speeds.Handling is classic Volkswagen – tidy, predictable and confidence-inspiring rather than overtly exciting. Crucially, it doesn’t feel as long as it is. The steering offers reassuring weight at speed yet remains light and easy in the city, making the Tayron far more user-friendly than something like a Fortuner. The Tayron gets VW’s 4Motion all-wheel drive, and that does add a safety net in poor weather or when the surface deteriorates.Ride quality is generally comfortable, though at urban speeds, there’s a hint of firmness over potholes and rumble strips. Volkswagen Tayron Value for Money – 8/10Volkswagen Tayron expected price is Rs 46 lakh-48 lakh ex-showroomThe Tayron will be launched this month, and notably, it will be assembled in India from day one, whereas the Tiguan was brought in as a full import. Local assembly should help the larger and more wholesome Tayron sport a lower price tag. We expect Tayron R-Line prices to be in the same ballpark as those of the Skoda Kodiaq L&K, at around Rs 46-48 lakh (estimated, ex-showroom). A lower trim version that comes later this year will bring the price down.Fans of European cars will immediately connect with the Tayron. It looks contemporary, is well-equipped and has a feel-good factor about it. Downsides? The lack of physical buttons takes getting used to. Also, the Tayron is not ideal as a 7-seater, but those with only occasional use for the third row will love the massive luggage space that folding the seats opens up.For someone happy to spend Rs 50 lakh on an SUV, the Tayron R-Line makes for a polished and well-rounded package that’s hard to ignore.

The Punch has been a runaway success for Tata Motors since its launch in 2021, with around 7 lakh unit sales; it was even India’s bestselling model in 2024. And now, to further its success story, Tata Motors has revamped the sub-compact SUV with a new design, more features and two new powertrain options. Let’s take a closer look at what the Punch facelift is like.Punch facelift Exterior Design and Engineering – 8/10Design updates and new exterior colour options help the Punch stay contemporary.The Punch facelift is based on the same ALFA platform as its predecessor.With the facelift, the Punch’s design has been brought in line with the Punch EV that made its debut in 2024, lending the small SUV a noticeably more contemporary face. Up front, you get vertically stacked LED headlamps that are placed in the bumper below the daytime running lamps. The LED DRLs are slightly different in execution compared to the EV – you don’t get a lightbar; they are instead placed on either side and neatly housed within a gloss-black trim. The bumper has also been reworked and comes with thick plastic body cladding finished in black, with a silver surround highlighting the air intake vents. This contrast not only breaks up the visual mass but also gives the Punch a subtly more muscular and rugged appearance than before.In profile, the changes are far more restrained. The silhouette remains the same, with the only notable update being a new set of smart-looking 16-inch dual-tone alloy wheels. The updates are far more evident at the rear. The facelift introduces new LED tail-lamps that are now connected by a light bar, visually widening the car and aligning it with Tata’s latest designs. Lower down, the rear bumper has been revised to include a new faux silver skid plate, reinforcing the SUV-inspired aesthetic.The spare tyre is now mounted under the boot.The Punch facelift is offered in six colour options: Bengal Rouge, Caramel, Coorg Clouds, Cyantafic (in pictures), Daytona Grey and Pristine White. Notably, the first four shades are all-new additions, expanding the palette and giving buyers more choice.The Punch is continued to be underpinned by Tata’s ALFA platform and it still gets 90-degree opening doors, which makes access to the cabin very easy. Tata claims the new Punch has a water-wading capacity of 400mm and a ground clearance of 193mm.Punch facelift Interior Space and Comfort – 8/10Key changes on the inside make the Punch facelift’s interior feel more upmarket.Updates to the cabin make it look more premium.Step inside and you’ll find a lot of similarities with the outgoing Punch, though there have been some key changes.The most obvious of these is the new two-spoke steering wheel finished in gloss black, which now features an illuminated Tata logo. This brings the Punch in line with Tata’s newer models and lends the interior a more upmarket touch. Another key change is the revised climate control panel. The physical controls have been replaced by a touch-based unit, similar in layout to those seen on the Nexon and Sierra. While it looks cleaner and more modern, it isn’t very intuitive to use on the move. Top-spec Punches now also get a 7-inch digital instrument cluster that’s customisable and has nice graphics, though some of the data appears a bit too small. In the CNG, it even shows you a useful usage split between petrol and CNG.  The front and rear seats now have better thigh support and are well-cushioned. The seats, meanwhile, continue with fabric upholstery, but their design has been updated and is now derived from the Punch EV. A revised black and grey upholstery theme for the seats helps add a bit of freshness to the cabin. The front seats are snug and well-cushioned and the elevated seating gives you a great view out of the cabin. Perhaps the most noteworthy update inside, is the addition of extended thigh support for both the front and rear seats. This is a meaningful upgrade in terms of comfort, particularly for longer journeys.Despite its compact size, space at the back isn’t compromised. There’s ample kneeroom and the flat floor does add to the comfort when seating a third passenger. However, the back rest feels a bit too upright and headroom will be tight for six footers. Also, only the outer two passengers get an adjustable head rest, and while all three get three-point seat belts, the buzzer will keep beeping even if there’s no one seated as there are no load sensors. Tata has improved the experience at the back though, with the Punch’s rear seats now featuring dedicated AC vents, a type-C charging port and a centre fold-down armrest.Dual-cylinder setup and spare tyre mounted below mean the Punch CNG has a 210-litre boot.Boot space is rated at 366 litres for the petrol variants and 210 litres for the CNGs. What’s nice though is that both versions get a spare tyre that’s mounted under the car. This can be lowered by loosening a bolt in the boot floor.Punch facelift Features and Safety – 9/10Punch continues to be well-equipped and has a 5-star BCAP safety rating. 360-degree camera display is high resolution. The Punch continues to be a feature-loaded SUV, with the range-topping Accomplished+ S trim featuring a 10.25-inch touchscreen infotainment system with wireless smartphone integration, a single-pane sunroof, single-zone auto climate control, connected car tech, ambient lighting, a blind-spot monitor, cruise control, 16-inch alloys, rear wiper and washer, and much more.In terms of new features, the Punch now packs in a 7-inch digital instrument cluster, a crisp and high-res 360-degree parking camera, a wireless phone charger, auto-dimming IRVM and an 8-speaker sound system with four speakers and four tweeters.Safety kit includes six airbags as standard, ESP, a tyre pressure monitoring system (TPMS), hill hold and hill descent control, ISOFIX child seat mounts, three-point seat belts for all passengers, auto headlamps, and rain-sensing wipers. The Tata Punch facelift has also received a 5-star crash safety rating from Bharat NCAP.Punch facelift Performance and Refinement – 8/10New turbo-petrol is punchy, while CNG-AMT is a great option for those who do a lot of intercity miles.The 120hp 1.2-litre turbo-petrol unit is shared with the Nexon. It’s rare that a facelift brings in mechanical changes or even a new powertrain, but Tata Motors has done just that. There’s not one but two new powertrain options with the Punch – a turbo petrol-manual and a CNG-AMT. On our test drive, we got a chance to sample both these new powertrains.Starting off with the turbo-petrol, which is a familiar unit from the Nexon, it gives the SUV a much-needed dose of ‘punch’ that it lacked before. The engine is a 1.2-litre, three-cylinder, MPFi unit that puts out 120hp and 170Nm and comes paired with a 6-speed manual gearbox only. This engine is refined by three-cylinder standards, although it isn’t as smooth as some other three-cylinder turbo-petrols. On the move, this engine feels eager as it’s quick to respond to throttle inputs and pulls strongly, well into triple digit speeds. Power delivery is also fairly linear, save for a prominent step up around 2,000rpm. However, unlike in the Nexon, there are no drive modes here. Tata claims a 0-100kph time of 11.1sec, but we managed a preliminary time of 11.56sec. Roll-on acceleration is fairly strong too, with 20-80kph taking 10.98sec.The turbo engine finally does the Punch’s excellent chassis some justice.What is a fly in the ointment, however, is the 6-speed manual gearbox. The clutch pedal is on the heavier side and the release action is springy, which means careful modulation is required. The gearbox will be fine for most users, but drive it in an enthusiastic manner and you’ll find that it takes some effort to slot it into the gates. Still, this turbo-petrol option is great for those wanting more performance, and it does the Punch’s excellent chassis some justice.The CNG, meanwhile, uses the 1.2-litre naturally aspirated engine that puts out 73hp and 103Nm, and comes paired with a 5-speed AMT. This isn’t an all-new powertrain for Tata, as it can already be found in the Tiago hatchback and the Tigor compact sedan.This petrol-CNG unit is familiar from Tata’s Tiago and Tigor.As you’d expect, there’s not much performance on tap with the 0-100kph sprint taking a leisurely 19.51sec. While it’s adequate for the city, overtaking on the highway requires careful planning and a downshift or two via the steering-mounted paddle shifters or the tiptronic function on the gear lever. Responses, both off the line and at part-throttle, are decent and it’ll easily keep up with the flow of traffic. What’s nice, though, is that the difference between petrol and CNG mode is not large. The gearbox is decent by AMT standards, but if you are heavy with your inputs, you will experience the dreaded head-nod while shifting. However, drive it in a sedate manner, and it is completely liveable. As such, this powertrain option represents a great option for those who do a lot of intercity miles.While engine refinement isn’t the best, the cabin is well insulated from road and tyre noise.Like all of Tata’s other CNG models, the Punch too gets dual cylinders placed below the boot floor, which liberates luggage space. What’s nice is that it also gets CNG-specific safety features – a fire extinguisher under the front passenger seat and the car won’t start when the fuel filler flap is open, and more.Aside from the aforementioned additions, the Punch also continues to be offered with a naturally aspirated petrol-manual, petrol-AMT and CNG-manual powertrains. In terms of refinement, the Punch’s cabin is well isolated from road and tyre noise.Punch facelift Mileage / Range and Efficiency – 7/10On our short test drive, we weren’t able to subject the Punch facelift to our real-world mileage tests and Tata Motors is yet to reveal official claimed figures as well. A point worth noting, however, is that the turbo-petrol’s MID has been programmed to not display under 8kpl, which is misleading.Punch facelift Ride Comfort and Handling – 9/10Impressive ride-handling balance continues to be a highlight.The Punch has always been quite a capable handler and doesn’t get phased by bad roads.Not much has changed in the ride and handling department, and that’s a good thing. Tata has struck an impressive balance between ride comfort and handling, and it’s one of the SUV’s strongest attributes. There’s a distinct sense of underlying robustness to the suspension setup, which comes to the fore when the road surface deteriorates. Over broken tarmac and rough patches, the Punch absorbs imperfections with a level of composure that feels more in line with a larger, heavier car, rather than a compact one. Even at higher speeds, the car remains planted and stable, inspiring confidence on highways.The steering further complements this well-rounded dynamic package. It is light and easy-going, making it effortless to use in city conditions, yet it remains consistent and accurate as speeds build. Thanks to its taut structure and relatively light kerb weight, the Punch is surprisingly enjoyable when the road gets twisty. There’s a pleasing sense of control you get around corners and there’s not much body roll either.The Punch remains planted and stable at highway speeds.We also got a chance to experience the Punch around an off-road course, and despite being a small FWD model, it tackled the obstacles admirably well. Rounding things off is a braking system that feels natural and progressive, with more than ample stopping power.Punch facelift Value for Money – 7/10The Punch facelift builds on the strengths of its predecessor.In the sub-compact SUV segment, the Tata Punch continues to rival the Hyundai Exter, Citroen C3, as well as the Renault Kiger and Nissan Magnite, with base prices starting from Rs 5.59 lakh for the base NA petrol-manual, however top variants are pricey at Rs 9.79 lakh for the top spec turbo and going up till Rs 10.54 lakh for the top-spec CNG-AMT – overlapping with the larger Nexon. The naturally aspirated petrol engine still remains a weak point but with the update the Punch has become more wholesome, its retained all the strengths of its predecessor – the well sorted ride and handling balance, its user-friendly nature and solid build quality – and has addressed its biggest weakness with the turbo-petrol which brings some much-needed punch to the line-up, the new CNG-AMT only further broadens its appeal. So, as it stands, the updated Punch looks all set to further the little SUV’s impressive sales tally.

We already have the second generation Skoda Kodiaq on sale in India, but the RS version has never been offered here. That is set to change, as Skoda has confirmed the Kodiaq RS will arrive by June 2026. Unlike the regular Kodiaq, the RS will be a CBU import, which means it will command a premium price.Skoda Kodiaq RS exterior design and engineering – 7/10The Kodiaq is less SUV-like than before, but you won’t mistake it for an estate.Segmented grille DRL is exclusive to the RS version.The Skoda Kodiaq – named after the Kodiak bear – was first unveiled in 2016, with the second generation coming in late 2023. It’s built on the Volkswagen Group’s MQB Evo platform, a derivative of the previous car’s MQB platform. The new car has grown 60mm longer but is about 10mm lower, giving it a more elongated stance. But while it is less SUV-like than before, you won’t mistake it for an estate.The RS version stands out with a blacked-out grille, lower bumper air intakes and a cool-looking segmented DRL that runs between the grille’s slats and extends into the headlight daytime running lamps (DRLs). Like the standard car, the headlamps are split LED Matrix units.Kodiaq RS comes with exclusive 20-inch alloy wheelsAlloys are designed with aero efficiency in mind.Exclusive to the RS are two 20-inch alloy wheel designs with red brake calipers, black cladding around the wheels, and black accents on the lower sill, wing mirrors and the B, C and D pillars. At the rear, the tail-lights have a cool split and mirrored look, the lower half extending into a reflector bar across the boot lid, with Skoda’s lettermark replacing the logo. The rear windshield is topped by a deep spoiler and flanked by fins that are finished in black. Skoda says these aid airflow around the car, helping reduce the drag coefficient of the new-gen Kodiaq from 0.31 to 0.28.Skoda Kodiaq RS interior space and comfort – 8.5/10Interior space is plenty and its comfortable too inside the Skoda Kodiaq RSThere’s loads of space all around; the rear legroom and headroom are impressive.The inside is an all-black affair, from the headliner to the carpets. You can choose between suede or leather trim on the sports seats, dashboard, door pads and centre armrest, but only in one colour – black. And what really sets it off is the lively contrast from the red stitching all around the cabin.The 3-spoke steering wheel wrapped in perforated leather looks neat, with RS badging at the bottom. It’s nice to hold and has the familiar and easy-to-use scroll wheels.Skoda has put the extra length to good use. There’s ample headroom at the front and rear, and even with the front seats set rearward for taller passengers, second-row occupants will have plenty of legroom. This can be adjusted further, given that the second row slides and reclines.Like the previous car, the new Kodiaq can also be had as a 7-seater, with the third row stowing away neatly in the boot floor. Our car was the 5-seat variant, so we’ll reserve judgement on the third row, but the boot space is enormous. Without the third row, boot space is a massive 910 litres, and even with it in place, there’s 340 litres. There’s also a spare tyre and a space for the cargo cover beneath the floor.Most of my time was spent driving, but having inspected the second row, it seemed comfy enough despite the 40:20:40 split, which sometimes tends to make the individual seats too small. The front sports seats on the RS are really nice, and the bolstering held me nicely in place during some spirited driving in the hills.Skoda Kodiaq RS performance and refinement – 7.5/10The Kodiaq RS is not firecracker quick but it’s just enough to justify an RS badge2.0 TSI is a happy cruiser and can deliver strong acceleration, but you can feel it working hard.The Kodiaq RS packs the VW Group’s familiar 2.0-litre TSI engine. This unit also powers the regular Kodiaq, but under the hood of the RS, the output is bumped up to 265hp and 400Nm. Incidentally, the power is identical to the Octavia RS, which has the same engine, but the torque is 30Nm more here. The output is enough to propel the Kodiaq RS’ 1.8-tonne mass from 0-100kph in 6.3 seconds, which is plenty quick for what is also a genuine family SUV.Drive it sedately, and the Kodiaq RS is happy to cruise steadily all day with the engine nicely relaxed. And, should you need a quick overtake, mashing the throttle will drop a few gears, giving you momentum quickly enough. The 7-speed DSG gearbox did trip up occasionally while trundling through some low-speed traffic. In Sport mode, the shifts are quick, and the engine is kept nicely on the boil, so overtaking at any point is very quick and easy.Engine is aurally enhanced with artificial soundtrackThe engine note does sound nice, but it’s enhanced with what Skoda calls Dynamic Sound Boost, which augments the car’s real exhaust note with an artificial soundtrack.Skoda Kodiaq RS mileage – 6/10The Skoda Kodiaq RS fuel efficiency will not be very high, expect a single digit range only.We didn’t get to test the mileage of the Kodiaq RS in Croatia but given the engine’s output, the car’s 1.8-tonne weight, and the fact that you can feel and even hear the engine working hard, don’t expect fuel efficiency to be impressive at all.Skoda Kodiaq RS ride comfort and handling – 7.5/10In comfort mode, there is some float, but in all other areas ride and handling is good in the Kodiaq RSThe body does roll in corners, but Sport mode tidies that up nicely.Putting down the RS’ power is an 4×4 driveline with impressive grip. We had some snowy weather, and driving to a mountain ski resort over wet roads, I always felt confident and was able to maintain a good pace. The RS has adaptive dampers, and in Sport mode, they do a good job of keeping body roll in check.What’s nice is that the ride does not get lumpy. In fact, I found myself using the firmer damper setting even on highway stretches, as in Comfort mode, there’s some body float over undulating surfaces and lean in corners.There’s a variable-rack steering, which adjusts the ratio for less steering input around bends. These systems often corrupt the feel, but that’s not the case here, with Kodiaq RS’ steering providing enough weight and precision.Skoda Kodiaq RS features and safety – 8.5/10You can expect the Kodiaq RS to be well-equippedThe all-black interior looks sporty, and vibrant red stitching is plenty but not overdone. The touchscreen is a new 13-inch unit that’s slick to use.Equipment-wise, there are all the expected bits, including 3-zone climate control, a 10-inch Virtual Cockpit instrument panel and a free-standing 10-inch infotainment screen or an optional 13-inch unit like we had on our test car.India-spec model should come with sunroofWhat was not on our test car was a sunroof, but given the popularity here, expect the India model to get one. Being a Skoda, the Kodiaq packs in a lot of ‘Simply Clever’ bits, like specific storage spots for the key fob and phones and even a handy little duster to wipe the touchscreen clean. You can expect the India-spec car to be well-equipped with all the expected safety bits, too.Skoda Kodiaq RS price and verdict – 7/10The Kodiaq RS isn’t a wild child, it’s a family SUV with a nice sporty side to it.If everything goes according to plan, Skoda says we can expect the Kodiaq RS in India by October, and, importantly, local manufacturing is a possibility later on. So, while its everyday sibling could be competitively priced, the RS will most definitely not be, as it will come in as a CBU for now. Expect an asking price of around Rs 60 lakh, which is wading into traditional luxury-brand territory, and for some, that would seem like a lot of money for a Skoda.But the Kodiaq RS does a lot to entice you to look past all that. There’s a massive amount of space all around and the option of three rows of seats. It’s comfortable and rides well, and you can expect the India car to be well-equipped with all the expected safety bits, too. So, it’s got ‘family SUV’ off pat.But what about the sporty side that the RS badge promises? It’s not light and nimble for sure, but it’s plenty quick in a straight line, and the 4×4 drivetrain gives you ample grip in corners. Plus, the engine sounds fun. So, for that money, then, there really is nothing quite like it.Also see:2025 Skoda Kodiaq review: Big 7 seat Skoda SUV for big money2025 Skoda Octavia RS review: all the car you’ll ever want

A tough-as-nails, body-on-frame Mahindra SUV that can seat up to nine adults, uses the Scorpio’s diesel engine and has ‘Bolero’ in its name sounds like a recipe for sure-shot success. The vehicle in question is the Mahindra Bolero Neo Plus, originally known as TUV300 Plus (rebranded in 2024), priced between Rs 10.77 lakh and Rs 11.80 lakh. This places it above the sub-4-metre Bolero Neo (Rs 8.49 lakh-Rs 10.49 lakh) and below the Scorpio Classic (Rs 12.98 lakh-Rs 16.70 lakh). But should you be interested in one?Bolero Neo+ Exterior Design and Engineering – 7/10Front half is identical to the Bolero Neo, but the rear has been elongated to accommodate a pair of side-facing seatsThe Bolero Neo Plus is unapologetically utilitarian, with none of those modern styling cues to make it ‘look’ like an SUV. This is a vehicle that wears functionality on its sleeve. The front half is identical to the sub-4-metre Bolero Neo, as is its 2,680mm wheelbase. So, it retains the imposing, unmistakable Bolero face, as well as the distinct black shoulder cladding that runs the length, fondly termed “cattle pushers” by some Bolero owners. Curiously, the Bolero Neo’s looks were freshened in 2025, however the Neo Plus continues with the outgoing design.Chunky high-profile tyres, ample ground clearance and a tailgate-mounted spare tyre complete its traditional SUV look.Beyond the rear wheels, the Neo Plus has been elongated to liberate space to accommodate a pair of side-facing seats. Blacked-out B- and C-pillars, squared-off wheel arches housing chunky high-profile tyres with 16-inch alloys, a solid metallic side step, ample ground clearance and a tailgate-mounted spare tyre complete its traditional SUV look. Bolero Neo+ Interior Space and Comfort – 6/10Its interior is hard wearing but utilitarianIt carries forward a utilitarian approach, but colour scheme with silver accents adds a touch of visual relief.The solid metallic side steps come in handy due to the Bolero’s high ride height. Like on the outside, it carries forward a utilitarian approach, with a functional design and an abundance of hard plastics and switchgear, which, although rudimentary in their touch and feel, seem built to last. That said, the beige-and-black colour scheme with matte silver accents adds a touch of visual relief. The driving position is suitably commanding with a good view out. However, the front seats are flat, lack side bolstering and offer limited support. The long seat squab suits taller occupants better, though the individual armrests improve user comfort on longer journeys.Headroom and foot room are ample, and the seat can easily accommodate three adults abreast.Thanks to its boxy shape and slim door pads, the Bolero Neo Plus is more accommodating for three passengers in the middle row. Headroom and legroom are adequate, and the seating position is chair-like. A centre armrest and adjustable headrests for the outer passengers are welcome, but comfort is compromised by an upright backrest, the absence of rear AC vents or a blower and no headrest for the middle occupant.Adults have to sit offset and stagger their feet to find knee and foot room, and shoulder room is tight.Access to the side-facing rear seats is via the tailgate. Space here is limited; adults have to sit offset and stagger their feet to find knee and foot room, and shoulder room is tight. This area is best suited to children or smaller adults. More importantly, there are no seatbelts, making it an unsafe place to be in the event of a collision. Butterfly windows do help with ventilation. In the absence of passengers, folding these seats liberates a healthy 696 litres of boot space.Bolero Neo+ Features and Safety – 5/10It is among the few models to get 2 airbags instead of 6Centrally-mounted power window switches, although rear window switches are on the doors.The top-spec P10 variant of the Neo Plus packs in kit like 16-inch alloys, fog lamps, remote-key entry, 9-inch touchscreen with four speakers, electric mirror adjustment, rear centre armrest, and a rear wiper/washer, among basics like power steering, four power windows (centrally mounted) and air-con/heater, which are also available in the lower P4 variant. Standard safety kit includes dual front airbags, ABS with EBD, parking sensors, central locking and speed-sensing door locks.Bolero Neo+ Performance and Refinement – 8/102.2-litre diesel engine is torquey, and there’s strong pulling power from idle and in-gearExceptionally tractable 2.2 diesel is something owners will appreciate.Powering the Bolero Neo Plus is Mahindra’s familiar 2.2-litre mHawk diesel, paired with a 6-speed manual gearbox and rear-wheel drive – much like the Scorpio Classic. In this application, the engine is detuned to 120hp and 280Nm, but torque delivery is its biggest strength. Peak torque arrives between 1,800-2,800rpm, and there’s a strong pull right from idle.This makes the Neo Plus extremely easy to drive. You can upshift as early as 1,500rpm, rarely need to rev past 3,000rpm, and most overtakes don’t require a downshift. It’s exceptionally tractable and forgiving, qualities that will appeal strongly to its target audience. To put its performance into perspective, it accelerates to 100kph from a standstill in a respectable 13.74 seconds. Impressively, its 20-80kph rolling acceleration time in third gear of 8.07 seconds is comparable to a 203hp turbo-petrol Scorpio N!Acceleration (kph)Time (s)0-201.080-402.950-605.700-809.150-10013.7420-80 (in 3rd gear)8.0740-100 (in 4th gear)11.56On the flipside, sound insulation is poor, and you hear an audible diesel clatter at all times, getting progressively louder at higher revs. Curiously, while the Scorpio’s engine note is more pleasing, in the Neo Plus, it sounds crude and coarse.6-speed manual doesn’t feel as smooth or effortless as the Scorpio N’s unit.The six-speed manual gearbox has well-defined gates, although the shift quality isn’t as smooth or slick as the Scorpio N’s, let alone any modern monocoque diesel SUV. Bolero Neo+ Mileage / Range and Efficiency – 9/10It gets an auto engine start-stop that helps save fuel in the cityRolling acceleration times are comparable to a 200hp turbo-petrol Scorpio N!Mahindra hasn’t released an official fuel-efficiency figure, but during our drive, the MID indicated 16.5kpl, which is impressive for a large ladder-frame SUV. The sixth gear aids relaxed highway cruising, while the automatic engine stop-start system helps curb fuel consumption in traffic.Bolero Neo+ Ride Comfort and Handling – 6/10It feels tough and ready to take on bad roadsFeels far more capable of tackling broken roads than any similarly priced monocoque SUV.The suspension setup is serious hardware – double wishbones with coil springs up front, and a multi-link rear with coil springs and a stabiliser bar. This Mahindra feels tough, and it seems engineered to take a beating. It simply smothers through the worst of road conditions without batting an eyelid, and it feels much tougher than any similarly priced monocoque SUV.That said, the ride quality isn’t sophisticated. The body never quite settles, even at moderate speeds, and small surface changes can induce noticeable vertical movement. The tall centre of gravity results in body roll during quick direction changes, and the steering feels vague, offering limited confidence at triple-digit speeds.Bolero Neo+ Value for Money – 7/10It is for buyers looking for a capable and reliable people moverWith Bolero in its name, it will strike a chord with brand loyalists. The Mahindra Bolero Neo Plus is priced between Rs 10.77 lakh and Rs 11.80 lakh, a price band that’s populated with far more sophisticated and modern offerings across different body styles. None, however, exude the same toughness, capability, or even the ability to seat 9 adults as the Bolero Neo Plus. Sure, its utilitarian approach will limit its appeal, but for buyers purely looking for a capable and reliable people mover, neither its lack of refinement nor its missing features will be a deterrent. The Bolero Neo Plus’ diesel engine is exceptionally drivable, its suspension is engineered to take a beating, and with Bolero in its name, it will strike a chord with brand loyalists. In summary, the Mahindra Bolero Neo+ is an honest, no-nonsense SUV that does what it’s designed for, which is to simply transport people while tackling everything our roads throw at it.