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The all-new Renault Duster created quite the splash when it launched into the midsize SUV segment thanks to its appealing design, upmarket interior and multiple powertrain options. While we’ve already experienced the 1.3 turbo-petrol, and the strong hybrid is still some time away, we finally got a chance to experience what could become the most popular choice amongst buyers – the 1.0-litre turbo-petrol paired with a 6-speed manual.Renault Duster 1.0 MT Performance and Refinement – 8/10The engine is a familiar one – a 100hp, 1.0-litre, three cylinder, turbo-petrol – that also does duty in the Kiger compact SUV. However, Renault has made some specific changes for the Duster and as such, torque stands at 166Nm, which is 6Nm more than in the Kiger. And in place of the 5-speeder in the Kiger, the Duster has a 6-speed gearbox. There’s no automatic gearbox option however, which would’ve widened its appeal.100hp, 1.0 three-cylinder turbo-petrol is shared with the Kiger but puts out more torque.There is that typical three-cylinder thrumminess and vibration at idle, but the engine does smoothen out as you get going. Being a small-capacity turbo engine, of course, there’s turbo lag present. But once you cross the 2,000rpm mark, which is where it makes peak torque, this engine feels responsive and pulls cleanly till its redline. In the city, keeping up with the changing flow of traffic is easy, and part-throttle responses are decent, though you will need to downshift to make a quick overtake when out on the highway or when you’re driving uphill to keep it in the meat of the powerband. On the whole, the performance isn’t quick, but it’s quite adequate for this midsize SUV. New 6-speed gearbox is precise enough but takes some effort.The clutch pedal is light and easy to modulate, and the 6-speed gearbox, too, is precise enough. It’s not light, however, and when you drive in an enthusiastic manner, you’ll notice that it takes some effort to slot into the gates.    Renault Duster 1.0 MT Mileage and Efficiency – 7/10Since it was a brief test drive, we didn’t get a chance to subject the Duster 1.0 to our real-world fuel efficiency tests just yet. However, Renault claims the Duster 1.0 MT will do 19.41kpl. It even packs in an Eco drive mode and auto start/stop tech, which should help boost efficiency. Packs in an Eco mode and auto start/stop tech to boost efficiency.Renault Duster 1.0 MT Ride Comfort and Handling – 9/10The Duster’s superb ride comfort and handling balance remain intact. In fact, the Techno variants may even feel a touch plusher owing to their smaller wheel size though the difference is barely perceptible. It does have a firmness to it at low speeds, but that’s not to say that it’s uncomfortable by any means. It smothers rough patches, broken roads and potholes without breaking a sweat, and it also doesn’t have the steering kick-back associated with the older Duster. Even at high speeds, it stays composed. The Duster’s superb ride comfort and handling balance remain intact.The Duster is also enjoyable around bends thanks to the precise steering and well-controlled body roll. It may not feel as agile as some rivals, but there’s still some proper fun to be had when driving in a spirited manner.Renault Duster 1.0 MT Design and Engineering – 9/10The Duster 1.0 is being offered in the three trims from the bottom – Authentic, Evolution and Techno – with the top two (Techno+ and Iconic) being reserved for the 1.3 turbo-petrol for now. But Renault has done a very good job of not making it look like a mid-spec model outside. You still get the same butch and muscular styling, with the sculpted bonnet, the prominent Duster badging on the front grille, the faux skid plates at the front and rear, body cladding around the wheel arches and along the lower half, and roof rails.The Duster 1.0 can be had in the Authentic, Evolution and Techno trims.Commendably, it even gets all LED lighting, which includes the auto headlamps, fog lamps, tail-lights and the light bar at the rear. The only prominent difference from the top trims are the alloy wheels, which are a size smaller at 17-inches, and feature a slightly different design. Renault Duster 1.0 MT Interior Space and Comfort – 8/10Inside, the basic layout of the dashboard is the same as that of the top trims, but you do get different upholstery and trim elements. The leatherette upholstery of the Iconic trim has been replaced by two-tone brown-and-black fabric upholstery, which does look nice. The brown fabric is also carried over onto the dashboard and the doorcards. The Techno trim also forgoes the faux carbon fibre trim on the dash for a different white trim piece. The front seats feature white piping and stitching, which lends them a premium vibe, and are well-padded and accommodating as before. Gets a brown-and-black fabric upholstery in place of the range-topper’s leatherette upholstery.The rear seat remains a comfy place to be, with ample kneeroom and headroom even for six-footers. You get dedicated AC vents, USB Type-C ports, a fold-down armrest with cupholders, and three-point seatbelts and adjustable headrests for all three passengers. And even though it can fit in a third, they won’t be comfortable for long thanks to the tight shoulder room. The cabin remains a practical place, with plenty of cubby spaces, and it also continues to get a segment-best 518-litres of boot space. A spare tyre is missing, though.Rear seat remains a comfy place, with ample kneeroom and headroom even for six-footers.Renault Duster 1.0 MT Features and Safety – 8/10In terms of equipment, the Techno trim gets all the necessities, with some feel-good features too. You get the same slick and high-res 10.1-inch touchscreen as the top trims that features wireless smartphone integration, connected car tech, a wireless phone charger, 6-speaker Arkamys sound system, dual-zone auto climate control, cruise control, a large panoramic sunroof, auto LED headlamps, a powered tailgate, push-button start/stop, electric folding mirrors and much more. As for the safety kit, you get 6 airbags, ESP, traction control, corner stability control, hill-start assist, a rear parking camera, a tyre-pressure monitor, ISOFIX child seat mounts and more.Techno trim gets a smaller 7-inch driver’s display instead of the 10.25-inch unit.Features it misses out on  compared to the top-spec trim include powered and ventilated front seats, a 360-degree camera, ADAS features, ambient lighting, an air purifier, front parking sensors, steering modes and the 10.25-inch digital driver’s display. You get a smaller 7-inch unit in its place that is also customisable, and shows you all sorts of data, though, the tachometer appears a bit too small. Overall, Renault has found a good balance of features for the Duster 1.0 Techno.   Renault Duster 1.0 MT Value for Money – 9/10The Renault Duster 1.0 variants are priced from Rs 10.49 lakh for the base Authentic to Rs 13.49 lakh for the Techno trim. It’s worth noting, the 1.0 can’t be had in the top two trims – Techno+ and Iconic – which is reserved just for the 1.3 turbo petrol for now. But given all that it packs in, the Duster 1.0 range represents really good value for money. Given all that it packs in, the Duster 1.0 range represents really good value for money.The Duster 1.0 still features all of the Duster’s strengths, like the well-sorted ride and handling balance, tough build, butch styling and upmarket interior, without much compromise. Sure, it does miss out on features like ventilated seats, ADAS and it doesn’t have the performance of the 1.3 turbo-petrol, but for those who want a robust SUV that offers decent performance and a good mix of features without having to spend big, the Duster 1.0 MT represents a great option. As such, it may just become the bestseller in the Duster range.  

Besides accounting for around 20 percent of Tiago sales, the Tiago EV has also attracted a distinctly different buyer profile. Interestingly, the company says around 60 percent of owners are first-time car buyers, and in three out of four households, it serves as the only car. Its combination of ease of use, low running costs and approachable driving manners has clearly resonated with urban buyers.For 2026, Tata has given the Tiago EV a comprehensive midlife update. The changes include refreshed styling, a more modern cabin, additional features, faster charging capability, and an extended battery warranty of up to 15 years for the first owner.Priced between Rs 6.99 lakh and Rs 9.99 lakh, the Tiago EV continues to be offered with either a 19.2kWh or a 24kWh battery pack. Notably, the Indian carmaker has dropped the prices by up to Rs 1.15 lakh, making it more affordable than the outgoing version.2026 Tata Tiago EV exterior design and engineering – 7/10To establish a stronger EV identity, the Tiago EV adopts a monolith-inspired front fascia with a blanked-off nose.The Tiago has always been one of the more attractive hatchbacks in its class, thanks to its clean proportions and distinctive surfacing. For 2026, Tata has refreshed the design with swept-back multi-reflector LED headlamps, LED DRLs, a redesigned front bumper and an all-new clamshell bonnet.To establish a stronger EV identity, however, the Tiago EV adopts a monolith-inspired front fascia with a blanked-off nose. While this aligns with contemporary EV design trends, the treatment lacks the visual character of the rest of the car and may not appeal to all buyers.14-inch stylized steel wheels appear dwarfed due to the newly clad wheel arches.The wheel arches now feature cladding made from recycled materials, finished with a distinctive speckled texture. However, even the top-spec version rides on 14-inch stylised steel wheels, which appear somewhat undersized within the newly clad arches.Other updates include chrome-finished door handles, a shark-fin antenna, revised tail-lamps with new LED elements and a full-width reflector strip. The rear styling is arguably more successful than the front, thanks to the blacked-out bumper elements that add visual contrast and definition. A particularly neat touch is the matte-black badging accented with blue highlights.The rear styling is arguably more successful than the front, thanks to the blacked-out bumper elements that add visual contrast and definition.Dimensionally, the Tiago EV is now 48mm longer, 7mm wider and 26mm taller than before, although its 2,400mm wheelbase remains unchanged.2026 Tata Tiago EV interior space and comfort – 8/10The dashboard is a clever mix of modern elements, like the screens, and physical buttons. Appreciably, piano black has been replaced by matte finished surfaces.The cabin has received a substantial makeover and feels noticeably more upmarket than before. Grey fabric trim now extends across the dashboard, door pads and seats, creating a warmer and more inviting ambience. Compared to the previous off-white leatherette upholstery, the new material feels more breathable and should prove easier to live with over time. Tata says recycled materials account for 20 percent of the interior, a detail subtly highlighted on the A-pillar.EV gets premium stalks borrowed from some more expensive models.Not all changes are for the better, however. The premium knitted roof liner from the previous model has made way for a more conventional woven fabric, resulting in a slight reduction in perceived quality.Floating door handles are solidly built. New toggle-type power window switches feel counterintuitive: push up to roll the window down, and vice versa.Like the Sierra, the Tiago EV now gets floating-style interior door handles that feel solid and well engineered. Ahead of the driver sits a new freestanding instrument display, which modernises the dashboard layout, although portions of the screen can be obscured depending on the driver’s seating position.The instrument cluster displays plenty of info, although the steering wheel covers it from most angles.The 10.25-inch touchscreen is also mounted in a floating configuration, while the new two-spoke steering wheel feels cleaner and more premium without the gloss-black surfaces that were prone to reflections. Importantly, Tata has retained physical controls for the climate control system, ensuring ease of use while driving.Centre console gets two nifty rubberised phone pads. Wireless charging is reserved for the top petrol variant only.The redesigned centre console is more practical than before, incorporating rubberised phone holders that prevent devices from sliding around. Wireless charging is absent, but a 65W USB-C port enables rapid charging of compatible devices. Cupholders have been retained, while the addition of a centre armrest improves long-distance comfort.Rotary drive selector feels a touch more responsive than before.The rotary drive selector also feels quicker and more intuitive to operate, although its faint backlighting still makes it difficult to confirm selections at a glance. Regenerative braking levels continue to be adjusted via buttons below the touchscreen, as paddle shifters remain unavailable.Space is adequate for two adults. It lacks adjustable headrests and load-cell sensors.Comfort levels have improved thanks to revised seat cushioning, better bolstering and enhanced thigh support. Most occupants will find the front seats comfortable, although taller drivers may miss adjustable head restraints. Rear-seat space remains respectable for a hatchback of this size, and new rear AC vents add to passenger comfort.240-litre boot is reasonably sized. It doesn’t get a front luggage area. Misses a spare tyre too.The 240-litre boot is reasonably practical, though unlike the ICE version, the EV does without a spare wheel and instead relies on a puncture repair kit.2026 Tata Tiago EV features and safety – 8/10Excellent 360-degree camera, with multiple viewing options.The Tiago EV’s feature list has been strengthened with the addition of an excellent 360-degree camera and a blind-spot monitoring system. The latter displays a live camera feed on the central touchscreen whenever the indicators are activated, helping improve visibility in traffic. While useful, the system takes over the entire screen, which can be distracting if you’re simultaneously relying on navigation guidance.Rear air-con vents is a new addition.The range-topping Creative Plus variant comes generously equipped with auto-LED headlamps, a 10.25-inch touchscreen with wireless Android Auto and Apple CarPlay, a digital instrument cluster, automatic climate control, keyless entry, cruise control, a cooled glovebox, rear wiper and washer, stylised wheels and a shark-fin antenna.Blind spot monitor displays a live camera feed on the central screen whenever the indicators are activated, helping improve visibility in traffic.Safety equipment is comprehensive, with six airbags, ABS with EBD, ESP, hill-start assist and rain-sensing wipers offered as part of the package.One notable casualty of the update is the excellent Harman audio system, which has been replaced by a conventional six-speaker setup. While the new system should satisfy most users, enthusiasts may miss the richness and clarity of the earlier unit. Adjustable rear head restraints and rear-seat load-cell sensors also continue to be absent.2026 Tata Tiago EV performance and refinement – 8/10For 2026, the Tiago EV receives a host of updates, including revised accelerator mapping, software enhancements aimed at improving efficiency, dual-cell balancing during both charging and driving, dynamic state-of-charge calibration, and more accurate range predictions.Like before, the Tiago EV offers two drive modes. City mode, which is selected by default, limits torque output to roughly 75 percent, while Sport mode unlocks the motor’s full performance potential. This time around, accelerator response in City mode has been intentionally softened even further, to deliver a smoother, more gradual rollout from standstill. As a result, it feels relaxed and unhurried, with low-speed performance tuned to avoid overwhelming first-time EV users. For urban commuting, however, it feels perfectly at home and should satisfy most owners.Retuned throttle responses make it feel even easier to potter around the city in.You will, however, find yourself switching to Sport mode more often for a more effortless driving experience. Even here, acceleration isn’t particularly sporty and throttle response remains linear, but the performance advantage over City mode is significant and especially noticeable on the open road.The EV reaches a top speed of 122kph (indicated), which is more than adequate given its intended role as a city-focused hatchback. A useful hill-hold function is also included, keeping the car stationary for a couple of seconds on steep inclines after the brake pedal is released.The Tiago EV continues with three levels of regenerative braking, along with a Level 0 setting that disables regeneration altogether. The higher levels provide a natural deceleration effect, similar to gently applying the brakes. However, while they slow the car to a crawl, the Tiago EV still lacks a true one-pedal driving mode, requiring the brake pedal to bring the vehicle to a complete stop.2026 Tata Tiago EV range and charging – 8/10With the 24kWh battery pack, the Tiago EV carries a certified range of 285km. Tata’s internal testing suggests a more realistic range of 205-215km, and in our preliminary real-world testing, it delivered around 200km. For a city-focused hatchback, that figure feels entirely usable and reassuring.Connected to a DC fast charger, the battery charged from 20 to 80 percent in just 30 minutes, a significant improvement over the outgoing model’s 45-minute charge time.Improvements to the chemistry of the LFP battery cells, combined with software revisions, have also resulted in faster charging speeds. Connected to a DC fast charger, the battery charged from 20 to 80 percent in just 30 minutes, a significant improvement over the outgoing model’s 45-minute duration. In real-world terms, this translates to shorter charging stops on long journeys. Interestingly, charging speeds taper off sharply beyond 93 percent, with the final few percentage points taking an additional 21 minutes to reach full charge.2026 Tata Tiago EV ride comfort and handling – 9/10Although mechanically unchanged, the Tiago EV’s suspension has been fine-tuned, and as a result ride comfort is even better than before. While the ICE version’s suspension has a slightly firm edge at low speeds, the EV’s feels plush and doesn’t allow road shocks to filter through. Even as you pick up the pace, the Tiago EV feels reassuringly stable and confident at highway speeds. The steering remains one of its strengths, being light in town, consistent in feel and progressively weighted as speeds increase. This inspires confidence behind the wheel. Braking performance too feels natural, and enhances the driving experience even further.2026 Tata Tiago EV value for money – 8/10With improved comfort, additional features and software enhancements, the 2026 update builds upon what was already an excellent city EV. Tata also offers the EV under its Battery-as-a-Service (BaaS) programme, which lowers the upfront purchase price by up to Rs 2.3 lakh by allowing buyers to finance the battery separately and pay Rs 2.6 per kilometre. While this strategy helps reduce the sticker price, adoption is likely to remain low due to the scheme’s complexity and minimum monthly usage commitments, which can make it uneconomical for low-mileage users.BaaS slashes Rs 2.3 lakh off the Tiago EV’s starting price.But the 24kWh Tiago EV faces stiff competition from within Tata’s own showroom. The entry-level Punch EV is not only priced below the top-spec Tiago EV but also offers a larger 30kWh battery, greater range, and the practicality and desirability associated with SUVs.That said, whether you choose the Tiago EV or the Punch EV, both remain compelling options for buyers seeking an easy-to-drive, economical and user-friendly electric city car.

If the recent wave of plug-in hybrid performance sedans and SUVs left you a bit cold and disillusioned, the new Audi RS5 will bring hope. Having perhaps learnt from the fumbles of its peers, Audi Sport’s first crack at a performance PHEV has been handled with care and perhaps even restraint. It’s also been treated to a battery of clever chassis upgrades that effectively tackle the hybrid performance car’s biggest enemy – weight. The result is an accomplished and uncharacteristically wild performance sedan, one that we can happily report will be coming to India.2026 Audi RS5 exterior design and engineering – 9/10Excellent proportions, expanded appropriately with the RS body kit.The new-gen ‘B10’ A5 (which replaces the A4 globally) is a well-proportioned liftback sedan and a great starting point for the RS5’s design. It retains recognisable Audi design elements like the single-frame grille and wide headlamps and tail-lamps, while being suitably updated for the modern age. The RS5 is a full 9cm wider than the A5 and isn’t shy about it. The wheel arches, front and rear, swell outwards, so much so that even the rear doors had to be changed to accommodate the bulge.Looks designed to appeal to people, and not just a wind tunnel.The grille is larger too and uses a diamond lattice pattern finished in gloss black, and the new two-dimensional Audi logo now sits on its upper edge, cutting into the bonnet surface. On either side of the grille are huge air intakes for the radiators, as well as channels to cool the brakes. Standard 20- and optional 21-inch wheels fill up the signature chunky arches, housing huge (optional) carbon ceramic brakes inside.The roof slams down all the way to edge of the tailgate, where sits a small but functional lip spoiler. The tail-lamps are joined by an LED light bar, you can choose from up to eight DRL patterns (in conjunction with the headlamps) to put on display. The wide-body look is enhanced by a prominent diffuser in the rear bumper with huge, menacing oval tailpipes placed in the centre.9cm wider than A5, which really shows at the rear.It may not be as subtle as RS cars of the past, but unlike many other new performance sedans, it hasn’t gone completely overboard either. Instead, Audi Sport has amplified the inherently good proportions and added attitude enhancers in all the right places.  2026 Audi RS5 interior space and comfort – 6/10Screen-heavy interior helped by RS embellishments. Boot compromised by battery.Generous lashings of Dinamica suede make the cabin feel racy, but screen-heavy dashboard detracts from the driver focus.Less successful than the exterior is the interior; a consequence of the screen-heavy direction Audi has chosen for all its new cars. An upright curved panel houses the two main displays, while the passenger screen that’s optional on A5s is standard here. The problem isn’t so much the screens themselves – which are easy to read and use – but their execution. The large panel is always in your peripheral vision and has huge black bezels around the screens. It’s so large, there’s little room left on the dash for other surfaces and materials; the AC vents poke awkwardly out from behind and feel like an afterthought.Steering wheel has some physical controls and feels nice to hold, too. Speaking of materials, much of it is now piano black or dull grey plastic, which lacks the richness of the wood, brushed metal and carbon-fibre trim from older Audis. The RS5 alleviates this to an extent with optional carbon accents, contrast stitching and ‘Dinamica’ suede on the steering, arm-rests and dashboard, but it isn’t quite enough. Functionality takes a hit, too, as while there are shortcut buttons for drive modes, ESC, music volume and parking cameras, everything else is in the screen.Rear space is about sufficient; seat comfort is good.Where you will find buttons is on the steering wheel, and Audi has even brought back rollers for easier navigation on the go. The wheel itself feels nice to hold, with cool – if small – metal shift paddles on the back. The seats are a standout too, providing ample support, plenty of adjustment as well as heating, ventilation and massage functions.Without screens and suede to liven things up, the rear of the cabin feels even more ordinary than the front. Space is average, the seat back is upright and the windows are small. Comfort, however, is good thanks to generous cushioning, mirroring the front. A fixed panoramic glass roof is available, and though it gets segmented digital opacity control thanks to an electrochromic filter, there is no physical sun shade, which means the cabin can heat up quickly. 22kWh battery eats up boot space; usable volume is just 331 litres.Boot space is just 331 litres, thanks to the battery pack that fills the floor area, which of course means there can be no spare tyre. In real-world use, it can hold more than the number suggests, however, as the liftback tailgate allows luggage to be stacked to the ceiling.2026 Audi RS5 features and safety – 8/10More standard features, with all options consolidated into a single upgrade pack.With this car, Audi has responded to criticism that S and RS models weren’t being separated enough from lesser models, and that a few options could easily bridge the gap. Moreover, having to add options over the price of a top-end model was criticised too. As such, there are almost no performance or tech options on the RS5, with much more being included as standard. One single Performance Pack gets you exterior, interior and performance upgrades in one go. That said, the Audi Exclusive personalisation programme does let you choose from a wider set of colours and trim materials than the standard palette.Optional panoramic glass roof comes with switchable transparency.The RS5 is very well-equipped, with the likes of a Bang & Olufsen audio system, a heads-up display, ADAS, front seat heating, ventilation and massage, three-zone climate control, a panoramic glass roof, and more. The three-screen layout comprises 12.3-inch screens for driver and passenger, with a central 14.9-inch infotainment screen in the centre. Graphics are sharp and slick, although the driver’s display, already small in its large housing, doesn’t make adequate use of its screen real estate.2026 Audi RS5 performance and refinement – 8/10Ballistic power that feels somewhat blunted by the electric assist.The twin-turbo V6 alone makes 510hp, with the battery and motors adding 129hp.This is Audi Sport’s first PHEV, and with that comes a number of debuts for the brand. There’s no downsizing, though – a 2.9-litre twin-turbo V6 engine is retained, albeit with new turbos and heavily revised interiors. This alone has bumped power from 450hp in the previous RS5 to 510hp. To that is added an electric motor, housed in the innards of the 8-speed ZF torque converter auto, which draws power from a 22kWh battery placed under the boot. The total system output is a staggering 639hp and 825Nm, though amazingly still slightly behind its overboosted four-cylinder rival, the AMG C 63 S e-Performance, with its 680hp and 1,020Nm. This, however, leaves sufficient headroom for a future RS6 to sit above, and moreover, seems far more than necessary in a car of this size.The boring stuff first. It can run in electric-only mode and, with enough charge in the battery, will stay firmly there in its Comfort or Balanced drive modes, even if you prod the accelerator firmly. This gives it a level of refinement and everyday usability far greater than any ICE RS car before it, save for some high-speed roar from the fat 285/30 R21 tyres at all four corners. Move into Dynamic and the engine comes on immediately, working eagerly with the e-motor for heady but manageable serving of power. Above this sits RS mode, which holds gears longer and slackens off the ESC. This is the RS5 at its wildest; perfect for a winding road or even a track. The engine is allowed to rev out (though emissions regs seem to have stifled the sound slightly) and gear shifts hit with sufficient punch. If the battery is charged enough, the RS5 will run solely on electric power in its Comfort and Balanced modes.Acceleration here is ballistic, mechanical torque gaps expertly filled by electricity and performance delivered to the road by a relentless new Quattro AWD system. 0-100kph takes 3.6 seconds, but it feels quicker still, accompanied as it is by the requisite sounds, vibrations and feedback. When it comes to performance, then, the new RS5 has the broadest remit of any Audi Sport model yet.2026 Audi RS5 mileage and range – 9/10Hybrid means you can drive it in EV mode when not using max performance.The RS5 claims an 84km electric range, can be charged in 2.5hrs at 11kW.The beauty of PHEV powertrains is that a 639hp performance sedan that weighs 2.36 tonnes can still have a fuel economy rating of 24.5kpl on the WLTP cycle. Interestingly, with a discharged battery and running only on engine power, it’s rated at 10.25kpl. In real-world usage, it’s even better than that, because the 22kWh battery allows it to run as an EV for as much as 84km on a full charge, even at highway speeds, meaning most day-to-day activities can be managed without ever switching on the engine. For this, of course, it would have to be charged at home, and that can be done on an 11kW AC charger in about 2.5 hours.2026 Audi RS5 ride comfort and handling – 9/10Trick torque vectoring rear diff enables lively, oversteer-heavy handling.The other side of the coin are the updates to the chassis, which are a similarly comprehensive overhaul. The latest version of Quattro AWD still uses a Torsen centre differential, but it’s now kept in a semi-locked state at all times, allowing for faster engagement on demand, even mid corner. Speaking of which, the rear differential features a clever torque-vectoring system that Audi says is a world first. A second electric motor with its own set of gears sits here, producing just 8kW and 40Nm but not powering the wheels directly. Instead, it serves to instantaneously apportion power between the left and right rear wheels, far quicker than a purely mechanical system could ever respond.Transaxle e-motor allows for instantaneous torque vectoringThe results are dramatic. Where Audi Quattro systems have always prioritised grip and efficient power delivery to the road, resulting in a neutral and safe driving character, this one feels immediately different. Not since the mid-engined R8 has an Audi been even remotely inclined to oversteer, but the new RS5 changes that. Even at low speeds, you can feel a greater eagerness to change direction, helped by a different, faster steering rack compared to the A5. Follow through with a bit more throttle and you’ll experience some body rotation, rather than the usual safe understeer. This car doesn’t have rear-axle steering and not for a moment do you think you need it.There’s a sub-mode within RS called RS Torque Rear, which is a drift mode in everything but name. However, while BMW M and Mercedes-AMG’s AWD systems simply deactivate the front axle altogether, the RS5 – true to its Quattro roots – reapportions the torque in a 15:85 front-rear split, rather than the usual 40:60. It’s still plenty oversteery and this heavy sedan can be made to slide around kerbs with the reckless abandon of a Mazda Miata. Interestingly, the new rear transaxle and battery pack have actually improved weight distribution, which now sits at 48:52 front to rear. ‘Torque Rear’ mode sends 85 percent torque to rear axle.Holding it all together through slides, over bumps and at autobahn speeds is the new twin-valve suspension, which only reinforces this car’s split personality. There’s a dramatic difference between its Comfort and Dynamic settings. While a true test on broken Indian roads will have to wait, the RS5 handled mountain roads and highways in Austria with equal aplomb, even on its optional 21-inch wheels.    2026 Audi RS5 price and verdict – 8/10Likely to cost near Rs 2 crore, but could be the unexpected wild card of the bunch.Behind its incredible performance, the RS5 makes a subtle but very important point about hybrid performance cars. It’s that look, feel and emotional connection are far more important than headline statistics in vehicles such as this. Audi chose to retain a V6 engine to keep some character, it went with an updated but familiar look so as to not completely alienate loyalists while keeping things suitably aggressive, and it worked extra hard on the chassis to compensate for its biggest weakness – weight. The benefits of a PHEV remain, including sizeable electric driving range and the ability to drive it easily and silently around town. Some decisions hard-coded into the interior won’t be as easy to fix, even with a facelift, but at least with the RS, they’ve wrapped everything in racy trims that do well to connect you to the experience.A heady mix of looks, performance, and unexpected agility are enough to convert those averse to performance hybrids.While mainstream models like the new Q3, Q5, and Q6 e-tron are long overdue here in India, there’s a possibility the RS5 could arrive before any of them. That’s because it’s a CBU import, while the others are earmarked for CKD assembly, which is a much more complicated process. We’ll have to wait and see, but what we can confirm is that with its first performance PHEV, Audi has managed to break the stigma surrounding these vehicles, and deliver something truly exciting and engaging, even when not driven at breakneck speeds. And in India, nothing is quite as important as that.

Having been on sale for a decade, the Tata Tiago continues to post healthy sales numbers for the Indian carmaker. Buyers can choose between petrol, CNG and EV powertrains, with manual and AMT gearbox options available on the ICE versions. Interestingly, petrol variants account for 60 percent of total sales, while CNG and EV models contribute 20 percent each.For 2026, Tata has given the Tiago a comprehensive update that brings cosmetic enhancements, a new electrical and electronic architecture, refreshed interiors and a broader feature list. Prices for the petrol-manual range from Rs 4.69 lakh to Rs 7.29 lakh, while the CNG line-up is priced between Rs 5.79 lakh and Rs 7.99 lakh. AMT variants, which account for around 20 percent of combined petrol and CNG sales, command a premium of Rs 51,000-66,000 over their manual counterparts.2026 Tata Tiago Design and Engineering – 9/10Besides soft parts like headlamps and the bumper, it also gets an all-new clamshell bonnet.The Tiago has always been an attractive hatchback, characterised by clean yet distinctive surfacing. For 2026, it receives swept-back multi-reflector LED headlamps with LED DRLs, connected by a slim, enclosed black grille panel. The front bumper is new too, featuring a wider air intake and prominent vertical design elements. Alongside these revised soft parts, Tata has introduced an all-new clamshell bonnet.New wheel-arch cladding, made from recycled materials and finished with a distinctive speckled texture, adds some ruggedness. The 15-inch alloy wheels have also been redesigned. Interestingly, the top-spec CNG variant makes do with 14-inch stylised steel wheels, which look undersized with the new wheel cladding.Wheel-arch cladding is made from recycled materials and is finished with a distinctive speckled texture.Chrome inserts for the door handles and a shark-fin antenna add a touch of sophistication. At the rear, the tail-lamps feature revised LED elements and are linked by a full-width reflector strip. The bumper mirrors the front design, with vertical reflector elements completing the look.Dimensionally, the Tiago is now 48mm longer and 7mm wider than before, while its 1,535mm height, 170mm ground clearance and 2,400mm wheelbase remain unchanged. The result is a car that feels both familiar and thoroughly updated. Larger 15-inch alloys are available with the top-spec petrol.2026 Tata Tiago Interior Space and Comfort – 8/10The cabin receives a welcome refresh, with generous use of light-grey fabric across the dashboard, door trims and seats. Not only does it create an inviting ambience, but it should also prove more practical in India’s dusty conditions. Tata says 20 percent of the interior is made from recycled materials, and this has even been embossed onto the A-pillar as a subtle reminder. One disappointment is the loss of the premium knitted roof liner from the previous model, replaced by a more conventional woven unit.Light grey colour theme and generous use of fabric on dash, doors, armrest etc, create an inviting cabin ambience.Like the Sierra, the Tiago now gets floating-style door handles that feel reassuringly robust. Ahead of the driver sits a new free-standing instrument cluster. While it lends the cabin a more contemporary feel, the execution isn’t perfect, as parts of the display can be obscured depending on the driver’s seating position.20 percent of the interior is made from recycled materials.The 10.25-inch touchscreen is also a floating unit, and the new two-spoke steering wheel is refreshingly free from the gloss-black reflective surface of the previous one. Better still, Tata has retained physical buttons and rotary controls for the climate control system.AMT variants now feature a rotary drive selector. Unlike the earlier Nexon EV’s setup, this one responds promptly when shifting between R, N and D. However, the backlighting remains faint, making it necessary to glance at the instrument cluster for confirmation. Paddle shifters are included for manual control.The manual variant receives a completely new gear lever that feels impressively premium in operation – even more than what’s found in Tata’s flagship Safari and Harrier.New MT gear lever looks and feels more premium than Tata’s larger SUVs; rotary drive selector in the AMT responds promptly; The centre console has been redesigned more intelligently, incorporating two rubberised phone holders to prevent devices from sliding around. Top-spec petrol variants add wireless charging, while a 65W USB-C charger allows for rapid device charging. Cupholders remain, and a new centre armrest improves long-distance comfort.Seat comfort has also improved thanks to revised cushioning, bolstering and thigh support. Most drivers will find the seats comfortable, although taller occupants may miss adjustable front head restraints. Rear-seat comfort remains respectable for a car of this size, and rear passengers benefit from AC vents (and a 65W charging port in top-spec petrol). Rear seat space is adequate for two adults; head restraints and load-cell sensors are sorely missed.The petrol version’s 242-litre boot comfortably accommodates three cabin bags and a couple of backpacks. The CNG model’s twin-cylinder setup reduces luggage space, though it can still swallow a cabin bag and a few smaller bags. Unlike the petrol variant, it misses out on a parcel shelf. A spare wheel is provided on both versions.2026 Tata Tiago Features and Safety – 9/10A major highlight of the update is the new electrical architecture derived from Tata’s Alfa platform. Powered by a more capable processor, it unlocks several new features, including an excellent 360-degree camera and a blind-spot monitoring system that displays a live camera feed on the central touchscreen whenever the indicators are activated. While useful, the blind-spot display occupies the entire screen, which can become intrusive if you’re simultaneously using navigation.The screen is slick and features an excellent 360-degree camera.The range-topping Creative CNG variant comes equipped with auto-LED headlamps, a 10.25-inch touchscreen with wireless Android Auto and Apple CarPlay, a digital instrument cluster, automatic climate control, paddle shifters (on AMT variants), a rear wiper and washer, stylised wheels, a cooled glovebox, keyless entry, push-button start and a shark-fin antenna.All variants get two phone holders; the top-spec petrol also gets a wireless charging pad.The top-spec Creative Plus petrol variant adds 15-inch alloy wheels, wireless charging, cruise control and fog lamps. Safety equipment includes six airbags, ABS with EBD, ESP, hill-start assist and rain-sensing wipers. The excellent Harman audio system from the previous model is no longer available. That said, the new six-speaker setup should satisfy most buyers. Adjustable rear head restraints and rear-seat load-cell sensors remain notable omissions.Floating digital instrument cluster looks contemporary, but parts of the display remain obscured depending on the driver’s seating position.The Pure variant, positioned one step above the base model, introduces Tata’s clever BYOD (Bring Your Own Device) concept. It features a Bluetooth-enabled instrument cluster and two speakers, allowing users to pair their smartphone directly for calls and music streaming despite the absence of a central infotainment system.2026 Tata Tiago Performance and Refinement – 7/10The Tiago continues with its familiar 1.2-litre, three-cylinder naturally aspirated petrol engine producing 86hp and 113Nm. Refinement however, isn’t one of its strengths. At idle, the engine feels coarse and transmits noticeable vibrations into the cabin, although these are ironed out on the move. Noise levels are acceptable at lower revs, but as speeds rise, the characteristic three-cylinder thrum becomes increasingly prominent. In this regard, Maruti’s three-cylinder engine remains the benchmark.Performance is perfectly adequate although there’s noticeable three-cylinder thrum at high revs. Performance, however, is perfectly adequate. The engine has enough punch for everyday driving, and as long as you’re in the right gear, it doesn’t require frequent downshifts to maintain momentum.The new 5-speed manual gearbox is a welcome improvement. Shift throws feel shorter and the action more positive than before. While it still lacks the slickness of the Hyundai or Maruti gearboxes, it is noticeably better than the outgoing unit. The clutch is light and easy to modulate as well.In CNG mode, the 1.2-litre engine produces 76hp and 97Nm. Although the figures appear modest on paper, real-world performance is more than sufficient for urban driving. Predictably, outright performance is slow, and even though it does a fair job of accelerating up to speeds of 80kph, quick overtakes at highway speeds will require planning.New 5-speed manual gearbox feels more positive than before; clutch is light and easy to modulate as well.Paired with the 5-speed AMT, it makes for a particularly user-friendly combination. The gearbox’s shift logic is well calibrated, selecting gears intuitively based on throttle inputs and engine load. The steering-mounted paddle shifters are unlikely to see regular use, though they can be useful when preparing for an overtaking manoeuvre. Some jerkiness is evident during third-to-second downshifts while decelerating, but overall this AMT feels quite sorted.For buyers seeking the convenience of an automatic with the low running costs of CNG, the Tiago CNG-AMT is a very compelling option.2026 Tata Tiago Mileage and Efficiency – 8/10While Tata is yet to reveal official fuel-efficiency figures for the updated model, our experience with the outgoing car suggests owners can expect over 13kpl in city driving and around 17kpl on the highway from the petrol-manual variant.CNG-AMT delivered an efficiency of 33.33km/kg, resulting in a real-world tank range of over 320km.We also evaluated the CNG-AMT by running its twin 30-litre tanks empty before refilling them with 2 kilos of gas. Over a mixed city-and-highway cycle at an average speed of 47.8kph, the Tiago returned an impressive 33.33km/kg. As a result, users can expect a range of over 320km on a full CNG fill. Tata recommends driving the vehicle on petrol for around 10km after every 300km of CNG usage to help maintain fuel-system health and prolong engine life.2026 Tata Tiago Ride Comfort and Handling – 8/10Mechanically unchanged, the Tiago retains the same fundamentally sound ride and handling balance as before. The suspension feels slightly firm at low speeds, but never uncomfortable. The CNG variant, aided by its higher-profile tyres, rides with a touch more compliance than the petrol version fitted with 15-inch wheels.Body control is excellent. Light yet consistent steering adds to driver confidence.Body control is excellent, and the Tiago feels planted and reassuring at highway speeds. The steering remains one of its strengths, being light in town, consistent in feel and progressively weighted as speeds increase. This inspires confidence behind the wheel. Strong braking performance further enhances the driving experience.2026 Tata Tiago Value for Money – 8/10Tata has done an impressive job with the 2026 Tiago. It remains a compact, easy-to-drive and economical hatchback, but one that now feels considerably more aspirational thanks to its modern styling, richer cabin and expanded feature list. The absence of adjustable rear head restraints and rear-seat load-cell sensors is disappointing, especially in an otherwise well-rounded package. Nonetheless, when judged on fitness for purpose, the Tiago continues to excel. This comprehensive update only strengthens its position as one of the most compelling hatchbacks in its segment.

Vietnamese carmaker Vinfast was quick to establish its presence in India with its two offerings – the VF6 and VF7 – and, over the past few months, has secured a spot among the top five bestselling EV manufacturers in the country. Both crossovers contribute almost equally to volumes, and in a recent interaction, Vinfast India CEO Tapan Kumar Ghosh credited strong design appeal, competitive pricing and ownership schemes aimed at lowering total cost of ownership for driving demand.In this test, we examine the company’s flagship crossover in India, the VF7, which takes on rivals such as the Mahindra XEV 9e and Tata Harrier EV. It’s offered with two battery options – 59.8kWh and 70.8kWh. The smaller pack is paired with a single motor driving the front wheels, while the larger battery also gets a dual-motor, all-wheel-drive setup in higher variants. We put the top-spec dual-motor AWD version to the test to see how it performs in the real world.Design and Engineering – 7/10Looks distinctive, but lacks the size and butch appeal of rivals.Vinfast VF7 dimensions and specsLength4,550mmWidth1,893mmHeight1,596mmFront track1,604mmRear track1,604mmGround clearance190mmConstructionMonocoque, five-door crossoverWeight2,218kgTyres245/50 R19Boot capacity (f/r)537 litresInteresting details include V-shaped LED DRLs and blade-like elements in the air dam.In terms of dimensions, the Vinfast VF7 measures 4,550mm in length, 1,893mm in width and 1,596mm in height, making it smaller than both the Mahindra XEV 9 and Tata Harrier EV. However, its 2,840mm wheelbase is longer than its Indian rivals. It adopts a more crossover-like stance with a drooping nose and a sloping roofline, and as a result, the VF7 doesn’t look butch or imposing, adjectives which can be used to describe the Tata and Mahindra EVs.That said, it’s full of interesting details. Up front, the V-shaped LED DRL – a common design element across Vinfast models – flanks the company’s logo. Gloss-black body cladding around the 19-inch black wheels and along the lower doors add to its crossover credentials, while the pinched C-pillar lends it a floating roof effect. The raked rear windscreen and roof spoiler look striking, and like the front, the LED light bar extends from the V logo at the rear.Interior space and comfort – 8/10Richly appointed interior with a spacious cabin.Its minimalistic cabin is complemented by a richly appointed interior. The steering and stalks seem to be lifted from the BMW parts bin.The VF7’s restrained luxury theme continues on the inside with a minimalistic cabin layout. First impressions are positive, with a richly appointed interior – the dashboard, door pads, seats and steering wheel are draped in vegan leather finished in a premium brown-and-black colour scheme. The touchscreen commands centre stage, with toggle switches beneath it for the drive selector. Underlining the car’s driver-centric focus, the screen is angled towards the driver, and the steering wheel and stalks appear reminiscent of certain BMW models. Some may find the steering diameter slightly small and the rim a touch too thick.Although broad and soft, the seat base is a touch short.Fit and finish impress, and even though several hard plastics are used, overall material quality feels good. Taller drivers may need to set the seat to its lowest position and the steering wheel to its highest, else the wheel tends to brush against your thigh due to the high cabin floor. The powered front seats are comfortable, but there’s no lumbar adjustment, and some may find the seat base cushioning a bit excessive.Backrest reclines a fair bit, and the angled seat base is quite comfy.The back seat is spacious – headroom, knee room and legroom are adequate, but the raised floor means passengers will need to stretch their feet under the front seats for better comfort. The flat floor and bench make it reasonably accommodating for a third passenger. The high window line, however, eats into the cabin’s sense of airiness, especially in versions without the glass roof.In terms of practicality, the front centre console houses cupholders, USB ports, a deep cubby, centre armrest and essential physical controls such as hazard lights, door lock/unlock and infotainment volume. There’s also a large storage shelf beneath the console, and the glovebox is generously sized. The door pockets have 1-litre bottle holders, but they’re too slim to hold much else. At the rear, you get AC vents, USB ports, seatback pockets, a fold-down armrest with cupholders, adjustable head restraints and three-point seatbelts for all occupants.Decent luggage-carrying capacity; lacks a spare tyre and a parcel shelf.Boot space is rated at 537 litres (measured to the roof), and it can accommodate a fair amount of luggage. The rear seats can also be split-folded for additional space. However, the boot is quite shallow, and there’s neither a spare tyre nor a front trunk.Features and safety – 8/10Well-equipped, but dependence on screen for basics isn’t ideal.Vinfast VF7 equipment checklistLED headlampsAutoAlloy wheels19-inchPanoramic glass roofFixedPower front seatsDriver’sTouchscreen12.9-inchNumber of speakers8Android Auto/Apple CarPlayWirelessWireless chargingYesPowered tailgateYesParking camera360-degreeAuto dimming mirrorYesCruise controlAdaptiveLane centering assistYesBlind spot warningYesAirbags7This camera detects a drowsy or distracted driver.The Vinfast VF7 has scored five stars in Bharat NCAP for both adult and child occupant protection. Safety kit includes seven airbags (including a driver knee airbag), ESP, hill-start assist and ABS with EBD. It also gets ADAS features such as adaptive cruise control, lane centering, lane keep assist, blind-spot monitoring and high beam assist, among others. However, during our tests, the ADAS system behaved inconsistently – adaptive cruise control didn’t always slow down at a safe distance, and lane centering occasionally allowed the car to drift over lane markings.In the absence of a factory sunshade, you’ll have to opt for an aftermarket solution.‘Infinity’ variants get a full-sized panoramic glass roof, which floods the cabin with light – and heat. Since there’s no factory-fitted sunshade, the cabin gets extremely hot during summer, forcing the air-con to work harder, which will affect range. Our test car featured an aftermarket manual sunshade, which lacked the finesse of an OEM solution.While its usability and touch sensitivity are good, most functions need two-three steps to access/operate.Users must rely on the 12.9-inch touchscreen for nearly every function, including mirror adjustments, climate control, drive modes, trip data, and even the speedometer. The interface itself is relatively straightforward and touch response is decent, but most functions require multiple presses, making it less intuitive. While it gets wireless Android Auto and Apple CarPlay, the 8-speaker audio system falls short of expectations at this price point.There’s no conventional cluster, but the HUD is quite detailed.Other features include 19-inch alloys, auto LED headlamps and wipers, a 360-degree camera, head-up display, electronic parking brake with auto hold, wireless charging, auto-dimming inside mirror and a powered tailgate. One feature notably missing is powered pop-out door handles. The manual flush-type handles are very inconvenient to use.Performance and refinement – 9/10The quickest in its class, but a lot of road noise filters through.Vinfast VF7 battery and motorBattery capacity70.8kWhBattery typeLithium-ion (LFP)Motor typePermanent magnet synchronous (front and rear)Power354hpTorque500NmGearbox1-speedDrive layoutAll-wheel driveKerb weight2,218kgPower-to-weight ratio159.60hp per tonneTorque-to-weight ratio225.42Nm per tonneIn its most powerful guise, the 70.8kWh battery powers two motors that produce a combined 354hp and 500Nm. That’s 41hp more than the Harrier EV AWD (though with 4Nm less torque), and crucially, the VF7 is 117kg lighter, which makes it feel noticeably sprightlier. It gets three drive modes – Eco, Normal and Sport – which alter part-throttle response, though full-throttle performance remains unchanged.It sprints to 100kph faster than its rivals, and it’ll hit its 178kph top speed in less than 20 seconds.The motors pull strongly throughout, and those who enjoy brisk acceleration will appreciate its sharp responses. The VF7 sprints from 0-100kph in just 6.03 seconds and goes on to a top speed of 178kph. Rolling acceleration is equally impressive – 20-80kph takes just 3.16 seconds, and 40-100kph is dispatched in 3.95 seconds. For the money, the VF7 AWD is among the most powerful and quickest EVs available.Vinfast VF7 acceleration times Time (sec)0-10kph0.610-20kph1.110-30kph1.590-40kph2.050-50kph2.530-60kph3.030-70kph3.620-80kph4.300-90kph5.120-100kph6.030-110kph7.080-120kph8.300-130kph9.690-140kph11.260-150kph13.150-160kph15.260-170kph17.911/4 mile14.4820-80kph (rolling)3.1640-100kph (rolling)3.95Refinement is generally good, with negligible motor whine filtering into the cabin. However, road and tyre noise become noticeable at highway speeds.Regenerative braking, though, is a bit peculiar. There are four modes – Off, Low, Medium and High – but deceleration in each feels relatively mild, and there’s no single-pedal mode. In practice, you’ll still need to use the brake pedal frequently, especially in Low and Medium settings. In our deceleration tests from 80-20kph, it took 636.14m/46.46s in Low, 308.11m/22.24s in Medium and 161.48m/11.73s in High.For comparison, the Harrier EV slows from 80-20kph in 130.64m/8.89s in its strongest setting, and 161.42m/10.40s in its mid setting – similar to the VF7’s strongest mode. There’s also no quick access to regen levels via paddle shifters; like most functions, they must be selected through the touchscreen.The brakes themselves inspire confidence. There’s a strong pedal bite, and this 2.2-tonner stopped from 80kph in an impressive 24.82 metres.Efficiency – 7/10Respectable efficiency, but range falls short of 510km claim.Vinfast VF7 tested battery efficiency and rangeCity5.10km/kWhHighway5.92km/kWhAverage5.51km/kWhRange361/419/391km (city/highway/average)The smaller 59.6kWh battery pack is claimed to deliver 438km, while the larger 70.8kWh single-motor variant has a claimed range of 532km. The dual-motor version tested here has a claimed range of 510km. Interestingly, unlike the Harrier EV AWD, which gets a front induction motor and a permanent magnet synchronous motor (PMSM) at the rear, the VF7 has a PMSM on both axles – these are great for performance and acceleration; however, it doesn’t have the same free-spinning, low-drag advantage of an asynchronous secondary motor.On a 180kW DC fast charger, the VF7’s battery went from 20-80% SoC in 38 minutes.In our tests, however, the dual-motor version returned 5.10km/kWh in the city and 5.92km/kWh on the highway. Extrapolated, the city range works out to 361km, highway 419km, thus giving you a combined real-world range of 391km – well short of the company’s claim. We conducted the test in Eco mode; in the city, regen was set to ‘High’ with an average speed of 19.6kph, while on the highway, regen was set to ‘Low’ with an average speed of 55kph.The VF7 uses a 400V electrical architecture with claimed DC fast charging speeds of up to 110kW and a 10-70 percent charge time of 28 minutes. However, when connected to a 180kW charger, it peaked at 95.5kW and charged from 20-80 percent in approximately 38 minutes. On an AC charger, speeds maxed out at 6.8kW, meaning a 20-80 percent charge will take around six and a half hours.Ride comfort and handling – 9/10Surprisingly comfortable yet engaging to drive.Vinfast VF7 suspension, steering, and brakesFront suspensionMacPherson Strut, independentRear suspensionControl blade, independentSteering typeRack and pinion, electricTurning circle11.2mFront brakesVentilated discRear brakesSolid discGround clearance stands at 190mm (unladen), and the India-spec version rides on 245/50 R19 tyres – a more sensible choice for our conditions than the 20-inch wheels offered internationally. Right away, the ride quality impresses. The VF7 rides with a maturity and plushness reminiscent of some European models. There’s a hint of firmness at low speeds, but it rounds off sharp-edged potholes well without feeling crashy. As speeds rise, the ride quality improves further. The VF7 feels stable at triple-digit speeds and recovers from dips and undulations confidently.Vinfast VF7 braking performance80-0kph24.82m, 2.27sLevel 1 regen braking (80-20kph)636.14m/46.46secLevel 2 regen braking (80-20kph)308.11m/22.24secLevel 3 regen braking (80-20kph)161.48m/11.73secUsers will also appreciate the relatively tight 11.2m turning circle. The steering feels direct and surprisingly pointy, inspiring confidence while cornering. The all-wheel-drive system further enhances grip, making the VF7 unexpectedly enjoyable to drive.Buying and owning – 9/10Strong value and long warranty enhances its appeal.The Vinfast VF7 range starts at Rs 21.89 lakh for the entry-level Earth version with the 59.6kWh battery and goes up to Rs 26.79 lakh for the Sky Infinity AWD tested here. The latter is Rs 2.20 lakh more affordable than a top-spec Harrier EV AWD, making it strong value for money. Like Tata, Vinfast sells a wallbox AC charger at an additional cost of around Rs 45,000.The company is also offering three years of free maintenance, along with a 10-year vehicle and battery warranty. Buyers exchanging their ICE vehicles are eligible for additional incentives. There’s also a 75 percent buyback scheme after two years, or 55 percent after five years. Customers can either avail of free charging on Vinfast’s network or opt for an upfront cash benefit instead.Verdict – 8/10Distinctive, quick and well-priced electric crossover that scores on performance, comfort and quality.For the money, the VF7 AWD is the quickest and most powerful EV in its class.The Vinfast VF7 undercuts key rivals on price while delivering impressive performance, making it a strong value-for-money proposition. In AWD guise, it’s genuinely quick and surprisingly rewarding to drive, with mature road manners. The cabin feels plush, space is generous, and the feature list is fairly comprehensive too.That said, the experience isn’t without its shortcomings. The heavy reliance on the touchscreen for basic functions, the lack of a factory-fitted sunshade, inconsistent ADAS performance, mild regenerative braking and below-average refinement all take some sheen off. Some buyers will be left wanting a stronger real-world range, which falls well short of the company’s 510km claim.Even so, the VF7 stands out as a distinctive, quick and well-priced crossover that scores on performance, comfort and interior quality. Vinfast’s aggressive sales push and buyer incentives further enhance its appeal. If the brand irons out the usability quirks and improves range, the VF7 is a compelling alternative to the established Indian rivals.