{"id":29,"date":"2023-01-02T12:24:32","date_gmt":"2023-01-02T12:24:32","guid":{"rendered":"https:\/\/wp.adups.app\/?page_id=29"},"modified":"2023-01-02T12:43:28","modified_gmt":"2023-01-02T12:43:28","slug":"wordpress-drives","status":"publish","type":"page","link":"https:\/\/wp.adups.app\/index.php\/wordpress-drives\/","title":{"rendered":"WP Drives"},"content":{"rendered":"<div class=\"feedzy-rss feedzy-af229ae3996e2daf40f3574fb14bc9d6\"><div class=\"rss_header\"><h2><a href=\"https:\/\/www.autocarindia.com\/\" class=\"rss_title\" rel=\"noopener\">Autocar India &#8211; Car First Drives<\/a> <span class=\"rss_description\"> Car first drive reviews from Autocar India.<\/span><\/h2><\/div><ul><li  style=\"padding: 15px 0 25px\" class=\"rss_item\"><div class=\"rss_image\" style=\"width:150px; height:150px;\"><a href=\"https:\/\/www.autocarindia.com\/car-reviews\/vinfast-vf-mpv-7-first-drive-review-its-all-in-the-name-440383\" target=\"_blank\" rel=\" noopener\" title=\"Vinfast VF MPV 7 review: Vietnamese Mahindra XEV 9S rival\" style=\"width:150px; height:150px;\"><span class=\"fetched\" style=\"background-image:  url('https:\/\/asset.autocarindia.com\/static\/reviews\/images\/20260406_064648_c78006b9.jpeg');\" title=\"Vinfast VF MPV 7 review: Vietnamese Mahindra XEV 9S rival\"><\/span><amp-img width=\"150\" height=\"150\" src=\"https:\/\/asset.autocarindia.com\/static\/reviews\/images\/20260406_064648_c78006b9.jpeg\"><\/a><\/div><span class=\"title\"><a href=\"https:\/\/www.autocarindia.com\/car-reviews\/vinfast-vf-mpv-7-first-drive-review-its-all-in-the-name-440383\" target=\"_blank\" rel=\" noopener\">Vinfast VF MPV 7 review: Vietnamese Mahindra XEV 9S rival<\/a><\/span><div class=\"rss_content\" style=\"\"><small>by <a href=\"\/\/www.autocarindia.com\" target=\"_blank\" title=\"www.autocarindia.com\">Autocar India<\/a> on April 6, 2026 at 5:30 am <\/small><p>In less than a year of commencing its India operations, Vinfast has swiftly secured a slot in the list of the top-five bestselling EV makers in the country. Aiming to strengthen its position, the Vietnamese carmaker will soon introduce its third offering in the country. It\u2019s called the VF MPV 7, which, as its name clearly suggests, is an electric seven-seater MPV that\u2019ll take on competitors like the Kia Carens Clavis EV, Mahindra XEV 9S and BYD eMax 7 head-on.Interestingly, this model is sold as the Limo Green in its home market. In India, however, that nameplate will be reserved for fleet operators, and the VF MPV 7 will cater to private buyers. While both versions are fundamentally identical, the fleet-spec Limo Green will feature minor cosmetic tweaks, fewer features and, crucially, a lower price point.Vinfast VF MPV 7 design and engineering &#8211;\u00a07\/10It is larger than the Kia Carens Clavis EV, and its 2.8m wheelbase is longer than the Mahindra XEV 9S\u2019s.As far as road presence goes, the VF MPV 7 does a great job. It is larger than the Kia Carens Clavis EV in every dimension and looks more proportionate too. Other specifications of interest include a substantial 2.8-metre wheelbase, which is longer than that of the Mahindra XEV 9S, and a generous 183mm of ground clearance.In profile, it isn\u2019t pretending to be anything other than a people-mover. However, its signature LED daytime running lamps (DRLs) upfront, 19-inch alloys, chrome window line and signature connected LED tail-lamps certainly infuse some much-needed flavour.\u00a0Vinfast VF MPV 7 interior space and comfort &#8211; 7\/10Like the VF6 and VF7, the VF MPV 7\u2019s cabin adopts a rather minimalistic design approach, and although functional, it lacks the sense of occasion of the Kia Carens Clavis EV\u2019s interior. That said, the textured hard plastics feel good to touch, and the fit and finish is quite nice, too. The flat-bottomed steering and the padded (leatherette) central and door armrests add a premium touch, as does the expensive-looking frameless mirror, which has a manual day-night function. The silver speaker grille styling could, however, polarise opinions.\u00a0Due to its black theme and minimalistic design approach, its cabin doesn\u2019t feel as inviting as the Clavis EV\u2019s.Taking centre stage is a 10.1-inch touchscreen, which embeds the speedometer, air con controls, outside mirror controls, drive modes, regenerative braking settings, and more. The user experience, however, leaves a lot to be desired. In the absence of a conventional instrument cluster or a head-up unit, you have to take your eyes off the road to check vehicle speed. Also, it doesn\u2019t allow you to adjust your mirror on the move, which is a bit inconvenient. Our test car had wired Android Auto and Apple CarPlay, and while an aftermarket dongle can address the need for wireless connectivity, sound quality from its four speakers left a lot to be desired.Storage areas are plentiful, including a dedicated area to stow your phone, cup holders, a deep central console, a lower storage area with USB Type A and C charging ports, and generous door pockets.The front seats are broad, and they are excessively cushioned, but they don\u2019t offer adequate lateral support. Power adjustment, as well as a seat ventilation function, would have been welcome.Space is plenty, and occupants can slide the seat and recline the backrest too. Thigh support is lacking, and the seat cushioning feels a bit excessive.The middle row is very spacious, and the seat is placed higher than the front row, giving passengers theatre-like seating. Although, like the front, the cushioning feels excessive, especially in the thigh-support region, which is meant to compensate for the short squab but feels a bit protrusive. Passengers have the option to slide the seat and recline the backrest to a comfortable angle. There are three adjustable headrests, too, as well as a flat floor. And while the cabin is wide enough to seat three adults abreast, the seat itself is narrow, so the outer passengers will have limited support. Also missing here are window sunshades and a central armrest.Space in the third row is impressive. There\u2019s also a step below the middle row to tuck your feet.To access the third row, the middle row tumbles down (60:40), although the mechanism doesn\u2019t feel as effortless as the Clavis\u2019s. Appreciably, headroom in the last row is generous, even for tall adults, despite the seat being placed higher than the middle row. That, along with the large quarter glass, gives the passengers an airy feel. Also, there\u2019s a step beneath the middle row to tuck your feet, which ensures that occupants seated here don\u2019t feel cramped, like they do in the Mahindra XEV 9S. The backrest also reclines up to a certain degree for comfort, and passengers have access to roof-mounted rear AC controls as well as air vents.Large boot seems similar to the Clavis EV\u2019s, but unlike the Kia, it lacks a front luggage area.The VF MPV 7\u2019s boot, at least on first impression, seems to be as large as the Clavis EV\u2019s. The latter, however, gets a front luggage area too, which the VF MPV 7 misses.Vinfast VF MPV 7 features and safety &#8211; 6\/10You have to rely on its 10.1-inch touchscreen for the speed readout, to adjust climate control, mirrors, drive modes and regen settings, and a lot more.This version gets kit like auto LED headlamps, 19-inch wheels, leatherette upholstery and a 10.1-inch touchscreen, to name a few. However, it lacks goodies like a sunroof, ventilated and powered front seats, rear sunshades and an instrument cluster, among others, which the competition offers. While Vinfast says the VF MPV 7 is ADAS-ready and that even a 360-degree camera can be easily fitted (in the next update), these features are unlikely to be available at launch.Vinfast VF MPV 7 performance and refinement &#8211; 7\/10The Vinfast VF MPV 7 will draw energy from a 60.13kWh battery, which powers a 204hp\/280Nm electric motor that drives the front wheels. What you notice almost immediately is that acceleration doesn\u2019t feel overwhelmingly responsive. In fact, power delivery is gradual, something owners will appreciate. Still, if you insist, it will sprint to 100kph from a standstill in a shade under 10 seconds. There are three drive modes too \u2013 Eco, Normal and Sport \u2013 and on first impressions at least, there\u2019s little difference between them. Interestingly, it\u2019ll max out in Eco mode at a speedometer-indicated 140kph, while it\u2019ll accelerate to a little over 160kph in the other two modes.Acceleration doesn\u2019t feel overwhelmingly responsive, but it\u2019s gradual.There are three levels of regenerative braking, and you also have the option to turn it off. Deceleration, even in the strongest setting, doesn\u2019t feel very aggressive, and while it comes down to a crawl at around 5kph, there is no single-pedal drive mode.Refinement, however, didn\u2019t seem to be this car\u2019s strong suit. The motor whine comes through prominently, and even wind noise at legal cruising speeds seems a bit excessive.Vinfast VF MPV 7 range and efficiency &#8211; 8\/10While the Vietnamese version has a claimed range of around 450km (NEDC cycle), Vinfast is confident that the VF MPV 7 will have a real-world range of over 500km in India.As far as charging goes, its battery supports up to 80kW of DC fast charging speeds, which means it is capable of charging from 10 to 80 percent in merely 30 minutes.Vinfast VF MPV 7 ride and handling &#8211; 6\/1019-inch wheels are likely to be available in the Indian version too.The high-speed ride and stability were certainly impressive. However, some minor imperfections did reveal a slightly busy low-speed ride. Body roll felt a touch excessive, too, and your passengers are likely to be tossed around the cabin while making quick direction changes. Its steering felt sharp and infused confidence at the dead centre position, but from there on, it felt rather slow-geared and seemed to lack the Kia\u2019s precision or consistency. Braking performance, though, felt strong and predictable.It\u2019s worth noting that our drive was limited to the company\u2019s test track. Vinfast claims the India-spec version will feature softer suspension tuning better suited to \u2018bumpy\u2019 road conditions.Vinfast VF MPV 7 price and verdict &#8211; 7\/10Connected LED lights adds a modern touch.The VF MPV 7 gets the fundamentals right \u2013 space, practicality and a claimed 500km range. Add to that a 10-year warranty, free charging until 2029 and EV transition incentives, and the ownership proposition begins to look compelling.Yes, its functional approach and lack of features may deter buyers seeking a tech-laden experience. But if Vinfast prices it aggressively, as expected, the VF MPV 7 could carve out a sweet spot between petrol-automatic MPVs such as the Maruti Ertiga\/XL6 and the more premium electric offerings like the Kia Carens Clavis EV and Mahindra XEV 9S.Pricing will be announced on the 15th of this month, but all signs point to a strong value proposition, one that could make this MPV hard to ignore.<\/p><\/div><\/li><li  style=\"padding: 15px 0 25px\" class=\"rss_item\"><div class=\"rss_image\" style=\"width:150px; height:150px;\"><a href=\"https:\/\/www.autocarindia.com\/car-reviews\/toyota-camry-road-test-review-440381\" target=\"_blank\" rel=\" noopener\" title=\"Toyota Camry road test review\" style=\"width:150px; height:150px;\"><span class=\"fetched\" style=\"background-image:  url('https:\/\/asset.autocarindia.com\/static\/reviews\/images\/20260401_141046_03f1f65a.jpg');\" title=\"Toyota Camry road test review\"><\/span><amp-img width=\"150\" height=\"150\" src=\"https:\/\/asset.autocarindia.com\/static\/reviews\/images\/20260401_141046_03f1f65a.jpg\"><\/a><\/div><span class=\"title\"><a href=\"https:\/\/www.autocarindia.com\/car-reviews\/toyota-camry-road-test-review-440381\" target=\"_blank\" rel=\" noopener\">Toyota Camry road test review<\/a><\/span><div class=\"rss_content\" style=\"\"><small>by <a href=\"\/\/www.autocarindia.com\" target=\"_blank\" title=\"www.autocarindia.com\">Autocar India<\/a> on April 6, 2026 at 2:30 am <\/small><p>Did you know the Camry is Toyota\u2019s longest-running nameplate in India? Since its debut in 2002, this luxury sedan has weathered intense competition from multiple rivals and shifting market dynamics with the relentless SUV onslaught. Through it all, the Camry has quietly carved a niche of its own. Backed by Toyota\u2019s reputation for bulletproof reliability and long-term dependability, it has created a loyal customer base, comprising buyers who value comfort and peace of mind over badge appeal.Since the previous generation, Toyota has committed the Camry exclusively to a hybrid powertrain. With fuel economy figures that remain exceptional for its class, the Camry continues to position itself as the rational alternative to entry-level German sedans.We take a comprehensive look at the latest iteration to assess whether this understated luxury sedan still makes a compelling case in today\u2019s evolving market.Toyota Camry Exterior Design and Engineering &#8211; 8\/10New styling gives it a classier and more modern appearance.This is the ninth-generation Camry Hybrid globally, and India has seen five generations so far. Like its predecessor, the new model is underpinned by Toyota\u2019s TNGA-K platform, albeit with meaningful revisions. The 2,825mm wheelbase is unchanged, as are overall width, height and front track. However, this version is 35mm longer, and its rear track is narrower by 15mm.Visually, though, it is a clean-sheet redesign. The new \u2018Hammerhead\u2019 front-end design gives the Camry a sharper, more assertive nose, accentuated by slim LED headlamps and distinctive daytime running lamps. The bonnet now features more pronounced creases and flows more decisively into the grille area. The Toyota badge, no longer ringed in blue as before, sits proudly on the nose. The angular lower air dam and its intricate mesh pattern lend a subtle Lexus-like premium flair.&#8217;Sprint Edition&#8217; gets sportier bodykit and vibrant colours to appeal ypunger buyers.A strong shoulder line now runs cleanly from the bonnet to the bootlid, enhancing visual length. The 18-inch machine-finished alloy wheels add stance, while the rear is characterised by crisp, C-shaped LED tail-lamps. The overall aesthetic remains mature and restrained, but it is undeniably more contemporary and more appealing than the outgoing model.To cater to a younger set of customers, Toyota has also introduced a \u2018Sprint Edition\u2019, which features a dual-tone paint shade, a body kit, a boot spoiler and matte black alloys. These enhancements lend this business-like sedan a sportier persona.Toyota Camry Interior Space and Comfort &#8211; 9\/10Elegant interiors with superb ergonomics and comfort.Tan-and-black colour scheme adds warmth; Design is clean and conventional; Plenty phyical buttons, spot on ergonomics and ample adjustability.Inside, the Camry has taken a decisive step towards understated elegance. The dramatic Y-shaped centre console of the previous model makes way for a cleaner, more conventional layout. Dominating the dashboard is a 12.3-inch, horizontally oriented touchscreen. Crucially, Toyota has retained physical buttons for climate control, drive modes and key functions, along with a proper volume knob \u2013 a pragmatic decision that enhances usability.The new tan-and-black colour scheme adds warmth without appearing flamboyant, and being darker than the earlier beige theme, it should prove easier to maintain. The redesigned steering wheel and slatted dashboard look fresh, though the piano black trim \u2013 while visually premium \u2013 will inevitably attract dust and fingerprints.Supportive front seats with excellent cushioning get powered and ventilation functions.As before, seat comfort remains a core strength. The front seats are broad, superbly cushioned and highly supportive. Both are ventilated, and the driver benefits from 10-way electric adjustment with memory. Storage spaces are generous, charging options are plentiful, and the cabin layout is intuitive. An electrically adjustable steering column further enhances ergonomics.Visibility is another highlight. Slim A-pillars reduce blind spots, particularly useful when negotiating roundabouts or dense city traffic. Ahead of the driver sits a crisp 12.3-inch digital instrument cluster with clear fonts and selectable display layouts, complemented by a head-up display.Supremely comfortable rear seats with ample support and amenities further elevate the experience.Rear-seat comfort continues to be a standout trait. The backrest angle is naturally relaxed, and passengers can electrically recline it further for added comfort. The \u2018boss function\u2019 allows rear occupants to slide the front passenger seat forward to liberate extra legroom. That said, unless the front seats are positioned higher, footroom under them can feel slightly constrained. While ideal for two, accommodating a third passenger is less pleasant thanks to a pronounced floor hump and a firm central backrest.Uniquely in this segment, rear occupants also get a touch-operated control panel housed in the centre armrest, allowing control over the three-zone climate system, audio setup and rear sunshades.12-volt battery is neatly tucked away on the right-side in the boot due to space and packaging constraints under the bonnet.The 524-litre boot is both deep and tall, offering impressive practicality. A pass-through hatch behind the rear armrest enhances flexibility. Notably, beneath the boot floor sits a full-size alloy spare wheel \u2013 increasingly rare at this price point. However, a powered boot lid is conspicuous by its absence.Camry Features and Safety &#8211; 7\/10Packs the basics, but some nice-to-have bits are missing.Rear seat buttons control various functions. Seat ventilation would have elevated comfort even further.The new Camry is equipped with Toyota Safety Sense 3.0, bundling five key ADAS features: adaptive cruise control, lane centering, lane departure warning, pre-collision warning and automatic high beam assist. Operating via radar and camera systems, these features are well-calibrated for Indian conditions. Importantly, physical buttons on the steering wheel allow easy activation or deactivation.As for the Camry\u2019s comfort and convenience features, highlights include ventilated and powered front seats, wireless charging, a sunroof, head-up display, a 360-degree camera, three-zone climate control, a 9-speaker JBL audio system, electrically reclining rear seats and an electric rear sunshade.Large touchscreen basic in its operation, Apple CarPlay works wirelessly but Android Auto is wired only.\u00a0The 12.3-inch instrument cluster offers multiple customisable views with excellent clarity. The infotainment system, also a 12.3-inch unit, delivers a clean and straightforward interface. Curiously, while Apple CarPlay supports wireless connectivity, Android Auto is wired only. It would also have been nice to see things like rear seat ventilation.Toyota Camry Performance and Refinement &#8211; 9\/10Utterly seamless and zippy; and it\u2019s very refined too.Under the bonnet lies Toyota\u2019s fifth-generation hybrid system. It combines a 2.5-litre petrol engine, an integrated starter motor, the main traction motor and a new 1.0kWh lithium-ion battery, which Toyota claims is lighter and more advanced than the outgoing nickel-metal hydride unit.2.5-litre petrol engine runs the efficient Atkinson Cycle.The 2.5-litre \u2018Dynamic Force\u2019 engine operates on the Atkinson cycle for improved efficiency and boasts an impressive thermal efficiency of around 41 percent. It now produces 187hp (9hp more than before), while torque remains at 221Nm. The permanent magnet synchronous motor generates 136hp and 208Nm, improvements of 16hp and 6Nm, respectively. Combined system output stands at 230hp, up by 12hp.The Camry always starts in EV mode and, in gentle driving conditions, operates predominantly on electric power. The petrol engine seamlessly intervenes when brisk acceleration is demanded or when battery charge runs low. The transition between EV and petrol modes is quite imperceptible.Low-speed refinement is good. Enhanced sound insulation and double-glazed windows create a notably hushed cabin. Even when the petrol engine engages, it emits a subdued hum. Under hard acceleration, however, the engine note becomes more pronounced and slightly buzzy at higher revs.Like before, though, power is transmitted to the front wheels via what Toyota calls an e-CVT or electronically controlled continuously variable transmission. Unlike a conventional CVT, it doesn\u2019t use pulleys with a belt or chain-driven setup; instead, it is a clever planetary gearbox setup that works in conjunction with the integrated starter generator and traction motor and gives the car a CVT like feel, where the engine revs do not necessarily match the car\u2019s pace.EV driving ratio on the instrument cluster reveals how much time the car is driven on electric power. It was over 80% in our tests.Performance is brisk rather than dramatic. The Camry dispatches 0-100kph in 7.96 seconds \u2013 1.6 seconds quicker than before. Rolling acceleration figures, particularly from 20-80kph and 40-100kph, are strong and mirror those of a similarly priced Audi A4 that\u2019s powered by 2.0-litre turbo-petrol engines.Drive modes \u2013 Eco, Normal and Sport \u2013 alter throttle and transmission responses, though full-throttle performance remains consistent across modes. The e-CVT simulates 10 stepped ratios and offers paddle shifters, allowing manual selection of six predefined steps. A dedicated Sport transmission mode raises engine speeds to enhance responsiveness.Toyota Camry Mileage and Efficiency &#8211; 10\/10Supremely efficient hybrid results in unmatched mileage.Like the outgoing gen, its traction battery sits beneath the seat. There\u2019s an air intake vent to keep the battery temperature in check.Efficiency remains the Camry Hybrid\u2019s defining strength. Toyota claims a figure of up to 25.49kpl. In our real-world testing, conducted in Eco mode, the sedan returned 16.62kpl in city conditions despite ambient temperatures touching 38 degrees Celsius. On the highway, aided by favourable aerodynamics and optimal cruising conditions, it delivered an impressive 23.07kpl.A new EV driving time ratio display reveals how often the car operates on electric power. During our test cycle, it spent over 80 percent of the time in EV mode \u2013 a key contributor to its strong efficiency figures.Toyota Camry Ride Comfort and Handling &#8211; 9\/10Bump absorption is excellent; handling is livelier than beforeRide comfort remains a cornerstone of the Camry experience. Despite riding on 235\/45 R18 tyres, bump absorption is exemplary. Unlike some European rivals that exhibit underlying firmness, the Camry\u2019s suspension delivers plush compression and rebound, even over sharp-edged potholes. Toyota quotes a ground clearance of 145mm, and in real-world use, it negotiates most speed breakers without scraping.Despite a 145mm ground clearance, it comfortably clears most speedbreakers without scaraping its belly.While older Camrys prioritised comfort at the expense of driver engagement, the newer iterations strike a more balanced note. The steering feels predictable, body control is reassuring, and the car maintains composure when driven enthusiastically. It may not aim to be overtly sporty, but it performs its brief with quiet competence.In panic braking tests from 80kph, the 1.6-tonne sedan came to a halt in 27.63 metres, comparable to an Audi A4.Toyota Camry Price and Verdict &#8211; 9\/10Expensive but backed by Toyota&#8217;s reliability with noticeable improvements in performance and efficiency.Like before, the Camry Hybrid is brought to India as a semi-knocked down (SKD) unit and assembled at Toyota\u2019s Bidadi plant alongside the Hyryder and Hilux. It is offered in two variants \u2013 Elegant and Sprint Edition, differentiated largely by cosmetic elements; both are priced at Rs 47.48 lakh.Standard warranty coverage stands at three years or 1,00,000km, extendable up to five years or 2,20,000km. The hybrid battery is backed by an eight-year or 1,60,000km warranty, reinforcing Toyota\u2019s confidence in its electrified technology.The Camry continues to remain a comfortable and luxurious vehicle.This gen builds onto the Camry\u2019s core strengths. The cabin remains plush, ride comfort is very good, and rear-seat comfort is exemplary. The new hybrid system brings stronger performance and genuinely impressive real-world efficiency. While it still isn\u2019t sporty to drive, it feels more responsive and better tied down than earlier iterations, with reassuring body control.\u00a0Priced at Rs 47.48 lakh, it isn\u2019t affordable, but in the absence of a direct rival, it occupies a niche. Yes, it lacks the badge cachet of the German marques, but this car is backed by Toyota\u2019s reputation for reliability, low running costs and dependability. For a certain clientele, that alone is compelling enough.Ultimately, the Camry Hybrid won\u2019t stir the soul like its German counterparts, but it will relax it. As a supremely comfortable, efficient and dependable luxury sedan, equally suited to self-driven and chauffeur-driven roles, it makes for a very convincing case.<\/p><\/div><\/li><li  style=\"padding: 15px 0 25px\" class=\"rss_item\"><div class=\"rss_image\" style=\"width:150px; height:150px;\"><a href=\"https:\/\/www.autocarindia.com\/car-reviews\/audi-sq8-review-the-500hp-sweet-spot-440374\" target=\"_blank\" rel=\" noopener\" title=\"Audi SQ8 review: The 500hp sweet spot\" style=\"width:150px; height:150px;\"><span class=\"fetched\" style=\"background-image:  url('https:\/\/asset.autocarindia.com\/static\/reviews\/images\/20260329_052050_70748a24.jpg');\" title=\"Audi SQ8 review: The 500hp sweet spot\"><\/span><amp-img width=\"150\" height=\"150\" src=\"https:\/\/asset.autocarindia.com\/static\/reviews\/images\/20260329_052050_70748a24.jpg\"><\/a><\/div><span class=\"title\"><a href=\"https:\/\/www.autocarindia.com\/car-reviews\/audi-sq8-review-the-500hp-sweet-spot-440374\" target=\"_blank\" rel=\" noopener\">Audi SQ8 review: The 500hp sweet spot<\/a><\/span><div class=\"rss_content\" style=\"\"><small>by <a href=\"\/\/www.autocarindia.com\" target=\"_blank\" title=\"www.autocarindia.com\">Autocar India<\/a> on March 29, 2026 at 5:36 am <\/small><p>If the standard Audi Q8 is too mild for you and the RS Q8 is too hot, you might just find that the spice is right in this SQ8. As the name suggests, the SQ8 slots in right between the standard Audi Q8 and the Audi RS Q8. Even in terms of price, at Rs 1.77 crore (ex-showroom, India), it sits between those two models.In terms of power, too, it\u2019s squarely between the 340hp Q8 and the 640hp RS Q8. But when you dig a bit deeper, you\u2019ll find it\u2019s actually a bit closer to the RS Q8 under the skin. And that\u2019s because Audi seems to have missed the memo on hybridisation and downsizing, as the SQ8 uses the same 4-litre twin-turbo V8 petrol as the RS Q8.Audi SQ8 performance and refinement &#8211; 9\/10Audi SQ8 does the 0-100kph dash in just 4.12 secondsThe SQ8 is happy to do the everyday grind but happiest when you ask more of it.The engine is the central character here. Vital statistics? 507hp, 770Nm and a 0-100kph time of just 4.12 seconds. This might be the middle child, but it wants to be taken very seriously.The SQ8 has the best kind of split personality. In Comfort mode, it feels perfectly civil and won\u2019t raise any suspicions of its inherent abilities. Switch to Dynamic mode, though, and the fangs come out. Find a suitable gap, and it doesn\u2019t take much effort for the SQ8 to change from mobile lounge to cruise missile..Acceleration is exciting, and responses are superbly punchy. Mashing down on the accelerator is a grin-inducing experience. The forceful pushback onto your seat, the sound of the eight cylinders hard at work\u2026 it\u2019s very immersive.Standard sport exhaust delivers a deep soundtrackFor all its performance, the SQ8 takes a very different route to how it delivers its thrills. Unlike the RS Q8, the SQ8 doesn\u2019t make a song and dance of the power that it has. Where an RS Q8 would be loud with its pops and bangs and attract the attention of the entire district, the SQ8 is more discreet in its ways. Don\u2019t get us wrong, because this is a very nice-sounding engine. There\u2019s a bassy rumble at all times that changes into a very deep growl.\u00a0Audi SQ8 ride comfort and handling &#8211; 9\/10All-wheel steering makes the hulking SQ8 feel surprisingly agileIt\u2019s quick to change character \u2013 from civil to manic at the prod of the accelerator.There\u2019s more to the SQ8 than just straight-line performance. It\u2019s a heavy-duty SUV that\u2019s happy to dance.What\u2019s remarkable is how well the SQ8 manages its 2.2-tonne weight. It corners like a smaller and lighter car, and it takes some time to catch up to the hulking SUV\u2019s agility. This effect is made possible by all-wheel steer. At low speeds, the rear wheels will turn in the opposite direction to the front ones to aid manoeuvrability, and when you go faster, they\u2019ll turn in the same direction as the front wheels to improve stability. It comes together really well. Then, there\u2019s the level of grip. You really experience the magic of Quattro on something as large and heavy as the SQ8 through a tight series of corners. It just claws its way through and allows you to burst out of a corner.The SQ8\u2019s handling belies its size and weight.Buyers whose calendars have track days on them have the option to dial up their SQ8 further. Items from Audi\u2019s box of tricks available as options include active anti-roll stabilisation and Quattro sport differential. Carbon ceramic brakes are also on offer, but the standard discs are strong as is.Ride quality is absorbent, and air suspension adjusts for height tooThere\u2019s another side to the SQ8 that makes it so well-suited to India. It might be a performance-oriented SUV but gives up little to a Q8 in terms of comfort and everyday usability. Even on the optional 22-inch rims, you are kept at arm\u2019s length from the happenings beneath. There\u2019s also the option to adjust ride height, so the worst of our roads will pose no problem for the SQ8. The rear-wheel steer also greatly helps manoeuvrability in town, making the large SQ8 feel relatively manageable.Audi SQ8 exterior design and engineering &#8211; 8\/10Subtly done elements help distinguish SQ8 from standard Q8\u00a0SQ8\u2019s crisp lines and sportier details make it a looker.The Audi SQ8 is the ultimate \u2018if you know, you know\u2019 car. You won\u2019t find any shouty elements outside. Sure, the grille is massive and gets a silver surround, but you could have it in a discreet black if you so choose. There are large air dams, too, but the treatment is relatively subtle.A word on the headlights. They\u2019re HD matrix LEDs with a laser light high beam for greater range. There are also four selectable signatures for the daytime running lamps (DRLs) \u2013 something you\u2019d probably tinker with at long traffic halts. \u00a021-inch rims are standard; 22-inchers are optional on SQ8Ride comfort is good even on optional 22-inch rims.At the sides, the SQ8 is identifiable by its larger-than-average wheels. 21-inchers are standard, while our test car is on the optional 22-inchers. Your biggest giveaway to the SQ8\u2019s superpowers at the back are is quartet of exhaust pipes.Zoom out, and you\u2019ll see a crisply styled SUV with a superb stance. To my eyes, the Q8 is the best-looking of the hulking German SUV coupes.Audi SQ8 interior space and comfort &#8211; 8\/10High-quality cabin is enhanced with sport front seats and flat-bottomed steering \u00a0Interior feels plush and sporty in equal measure.Frameless windows and soft-close doors add a sense of occasion to your journey into the SQ8. The cabin itself is expectedly high-quality and looks and feels properly expensive. Audi has also peppered the SQ8\u2019s interior with sporty details like metallic inlays on the dash and a flat-bottomed steering wheel with a perforated rim. The front sport seats look the business, too, and score for comfort and support while also packing in ventilation and heating. Our test car\u2019s Arras Red upholstery is suitably sporty, but you can opt for subtler colours.Sport front seats look the business.\u00a0Rear seat scores for space and comfortIn terms of rear-seat space and comfort, the SQ8 is no different from a Q8, and that\u2019s a good thing. You can really sprawl out and sit at the back. There\u2019s some level of adjustability for the backrest angle, too, and Audi has also packed in powered sunshades and dedicated climate control zones for the rear section of the cabin.Rear seat is roomy and comfortable.\u00a0There\u2019s also a practical side to the SQ8, with a very accommodating luggage area. The trouble is, there\u2019s no spare tyre. All you get is a puncture repair kit.Audi SQ8 features and safety &#8211; 7\/1012.3-inch Virtual Cockpit digital dials get SQ8-specific sporty themes \u00a0Sporty themes for digital dials look great.Where the Audi SQ8 feels a bit on the back foot is in terms of tech. The 12.3-inch digital display, the Virtual Cockpit, as Audi calls it, is nice and large, but the graphics and fonts seem a bit last-gen now. You will like what Audi has done with the display themes for the SQ8, and they really do go with the flavour of the car.There\u2019s no wireless connectivity for Apple CarPlay and Android Auto\u00a0You\u2019ll have to use a wire or dongle for wireless Apple CarPlay and Android Auto.As for the other screens, the SQ8 retains the Q8\u2019s twin touchscreen layout. The upper screen is a slick 10.1-inch unit for media, navigation and other car functions, while the lower screen is an 8.6-inch unit primarily for climate control. While we\u2019ve made our peace with the lower screen (physical buttons are always preferred), an irritant is the absence of wireless Apple CarPlay and Android Auto. You will have to use a wire or an aftermarket dongle to connect.While there aren\u2019t too many buttons on the dash, there are thankfully physical buttons and knobs on the steering. You\u2019ll also find a lane-keep assist button on the left stalk, but that\u2019s the extent of ADAS on the SQ8.The SQ8\u2019s feature set also includes 8 airbags, a panoramic sunroof, a slick 360-degree camera, autopark, a 30-colour ambient lighting system and a sweet-sounding 17-speaker Bang &amp; Olufsen setup.Audi SQ8 fuel efficiency &#8211; 4\/10The Audi SQ8 is not the kind of car that shines for fuel economy, less so with an impending fuel crisis on our heads. You\u2019ll have to drive like a monk to see a double-digit fuel economy figure on the real-time display. Average city driving will yield about 5-6kpl, and the figure will drop to the 3s when you inevitably drive in a spirited manner. \u00a0\u00a0Audi SQ8 price and verdict &#8211; 8\/10Rivals include the Mercedes-AMG GLE 53 Coupe and Porsche Cayenne Coupe GTSAlternatives to the SQ8 include the Mercedes-AMG GLE 53 Coupe, which costs a fair bit less at Rs 1.5 crore (ex-showroom). It\u2019s not quite as quick as the SQ8, but the bigger deal is that it uses a smaller 3-litre 6-cylinder engine. In this space of performance SUVs, engine size and cylinder count matter.A closer alternative to the SQ8 is its cousin from Porsche, the Cayenne Coupe GTS \u2013 same engine, along with nearly identical power and performance. The difference? The GTS is a more committed choice. It\u2019s more agile than the SQ8 but not quite as good in everyday comfort. There\u2019s also the matter of price. The GTS starts at Rs 1.9 crore, and it\u2019s easy to add big bucks to the figure to get it to a spec of your liking.Audi SQ8 is priced at Rs 1.77 crore (ex-showroom)\u00a0The Rs 1.77 crore SQ8 is the sweet spot. It\u2019s a fast and entertaining SUV when you want it to be and readily changes character back to a luxury SUV for the Monday-to-Friday grind. It\u2019s for the enthusiast with a deep-seated love for the V8 engine but zero desire for the attention that usually comes with it.It could just be the best-kept secret in Audi\u2019s line-up.<\/p><\/div><\/li><li  style=\"padding: 15px 0 25px\" class=\"rss_item\"><div class=\"rss_image\" style=\"width:150px; height:150px;\"><a href=\"https:\/\/www.autocarindia.com\/car-reviews\/renault-duster-review-can-it-live-up-to-its-legacy-440361\" target=\"_blank\" rel=\" noopener\" title=\"Renault Duster review: Can it live up to its legacy?\" style=\"width:150px; height:150px;\"><span class=\"fetched\" style=\"background-image:  url('https:\/\/asset.autocarindia.com\/static\/reviews\/images\/20260321_064926_22b63165.jpg');\" title=\"Renault Duster review: Can it live up to its legacy?\"><\/span><amp-img width=\"150\" height=\"150\" src=\"https:\/\/asset.autocarindia.com\/static\/reviews\/images\/20260321_064926_22b63165.jpg\"><\/a><\/div><span class=\"title\"><a href=\"https:\/\/www.autocarindia.com\/car-reviews\/renault-duster-review-can-it-live-up-to-its-legacy-440361\" target=\"_blank\" rel=\" noopener\">Renault Duster review: Can it live up to its legacy?<\/a><\/span><div class=\"rss_content\" style=\"\"><small>by <a href=\"\/\/www.autocarindia.com\" target=\"_blank\" title=\"www.autocarindia.com\">Autocar India<\/a> on March 23, 2026 at 11:29 am <\/small><p>The Renault Duster was the one that started and defined the midsize SUV segment as we know it today. Thanks to its butch stance, rugged appeal and punchy diesel engine, the Duster gained a faithful fan following over the years, becoming a brand of its own. Now, it\u2019s back after a long hiatus and has a lot riding on it. There\u2019s no diesel option this time, just a pair of turbo petrols. So, can the new Duster live up to the hype and stay true to its legacy? We drive both the manual and automatic variants of the top-spec 1.3 turbo-petrol to find out.\u00a0Renault Duster Exterior Design and Engineering &#8211; 9\/10One aspect that Renault has got bang on with the new Duster is the design. It has some clear ties to the older model while featuring contemporary touches. The India-spec SUV is broadly based on the third-gen model sold abroad, but Renault has gone to great lengths to tailor it for our market. Up front, you get large LED headlights with distinctive eyebrow-shaped LED daytime running lamps (DRLs) that double up as turn indicators. The grille, too, is unique for India, doing away with the Renault logo altogether in favour of a bold \u2018Duster\u2019 badge, given the model\u2019s strong brand identity. The front bumper channels a hint of nostalgia with its protruding silver skid plate, reminiscent of the first-gen car, while pixel-style fog lamps sit neatly at the edges. Furthermore, the sculpted bonnet and air curtains in the bumper edges do their bit to add more substance.The Launch Edition Duster gets neon green accents for some added contrast.Viewed in profile, the new Duster leans heavily into its rugged brief. There\u2019s pronounced black cladding around the wheel arches and along the lower body, adding to its butch appeal. The rear door handles are tucked into the C-pillar, and you get functional roof rails with a load capacity of 50kg, though they aren\u2019t useful, as roof boxes and carriers have been outlawed in our country. The Duster rides on cool-looking 18-inch alloy wheels and boasts a generous 212mm of ground clearance. Other India-specific touches include subtle Himalayan motifs on the front fenders and an accent strip on the cladding with \u2018Iconic\u2019 lettering.18-inch alloys are blacked out on the Launch Edition Duster.At the rear, the design is fairly simple, but there are some interesting elements. The triangular tail-lamps are linked by an LED light bar \u2013 a feature not seen on the global version. Then, there\u2019s a roof-mounted spoiler that adds a sporty edge, while the licence plate housing gets a textured finish. The black rear bumper, contrasted by a silver insert, helps break up the otherwise clean design and furthers its rugged appeal. Overall, the new Renault Duster is big on road presence. Colour options include Sunset Red, Pearl White, River Blue, Moonlight Silver, Stealth Black and Jade Mountain Green. The version featured here is the \u2018Launch Edition\u2019, marked out by its neon green accents all around and blacked-out alloys.Unlike the European model, which is based on the Common Module Family \u2013 B (CMFB) platform, the India-spec Duster is underpinned by the Renault Global Modular Platform (RGMP), with a new electrical and electronics (E&amp;E) architecture co-developed with Google. Going forward, the RGMP will also underpin sub-4m cars, unlike the CMFB platform, and it can even take on full electrification as well as other powertrains such as hybrids and CNG without any compromises in packaging.India-spec Duster gets a connected LED tail-light, a feature not seen on the global-spec model.As for dimensions, the Duster measures 4,343mm in length, 1,813mm in width and 1,659mm in height, and it has a 2,657mm wheelbase, putting it in the same ballpark as its midsize SUV rivals. Overall, the new Duster fits in between, as it is not as big as the Tata Sierra but also not as small as the Skoda Kushaq and Volkswagen Taigun. Interestingly, the India-spec model is 50mm taller than the overseas one, and a big reason for that is the panoramic sunroof. Renault had to raise the roof to accommodate the mechanism for this feature while still maintaining sufficient headroom. As a result, the Indian Duster\u2019s cabin is about 40mm taller, and the ground clearance is higher too.Gets an electric tailgate and a segment-best 518 litres of boot space.The electrically operated tailgate opens to reveal a segment-best 518 litres of boot space (700 litres up to the roof) that can swallow up a lot of cargo. Though a downer is that there\u2019s no spare tyre as standard, and you only get a puncture repair kit. Rounding things off are a 26.9-degree approach angle and a 34.7-degree departure angle \u2013 underlining that this Duster hasn\u2019t strayed far from its go-anywhere roots. And on a specially curated off-road course on our drive, we experienced just how capable it is tackling the rough stuff.Renault Duster Interior Space and Comfort &#8211; 8\/10Much like the exterior, the cabin of the Duster has also been reworked thoroughly from the international version to better align with local preferences. The dashboard is entirely unique, featuring a dual-screen layout complemented by a mix of textured and soft-touch materials that elevate the overall ambience. There\u2019s also a liberal use of silver accents, faux carbon fibre trim and contrast green stitching, all of which add a sense of flair to the otherwise functional layout.Silver accents, faux carbon fibre trim and contrast green stitching add flair to the dash.Importantly, Renault hasn\u2019t gone overboard with digitisation. The Duster strikes a sensible balance between screens and tactile controls, with a bank of physical buttons on the centre console handling key vehicle functions, including the HVAC controls. Rather uniquely, the automatic and manual have different centre consoles. The automatic features a high-set closed-off panel that houses a deep, cooled storage area with cup holders, with the stubby gear selector, electronic parking brake and wireless charger positioned in front. The manual gets a lower-set centre console with a manual parking brake, and you also get an additional shelf for your devices just below the physical controls on the dash. A special mention also has to go to the manual gear lever, which is great to hold and look at. Practical touches are well thought out too: the front armrest is slide-adjustable and houses a storage compartment, there\u2019s a fairly large glove box, and the door bins can easily fit 1-litre bottles.MT gets a lower-set centre console with a manual handbrake.\u00a0The steering, which has a flat bottom and top, feels nice to hold and houses the controls for the cluster and cruise control, while controls for the audio system are on a separate stalk behind the wheel, much like the older Duster. The digital instrument cluster features bright colours, is high-res and is configurable too, though the layout may not be to everyone\u2019s tastes; traditional Duster buyers might miss the simple round dials of the older model. The plastic, card-like key fob, the same as that of the more affordable Triber and Kiger, looks budget-grade and doesn\u2019t feel premium.10.25-inch digital cluster is customisable, though some may miss traditional round dials.The seats, too, like the dashboard, feature dual-tone black and dark green upholstery with neon green contrast stitching, which does look appealing. The front seats are accommodating and well-padded to keep you comfy over long drives, and they feature electric adjustment as well as one of the most effective seat ventilation systems around. The rear seat is also a comfy place for two adults, and even though it can accommodate a third occupant, the passengers won\u2019t be comfortable for long, thanks to the tight shoulder room and the transmission hump.\u00a0There\u2019s decent kneeroom and ample headroom, but the cabin is not as spacious as that of rivals.At the back, there\u2019s decent kneeroom and ample headroom for six-footers, and the large sunroof and windows help the sense of space. You also get a centre armrest with cup holders, dedicated AC vents and charging ports, though rear sun blinds are missing. The window line is much higher than before; the earlier Duster, with its lower window line and larger glass area, offered excellent outward visibility.Renault Duster Features and Safety &#8211; 8\/10Renault has packed the Duster with all the features now expected in the midsize SUV segment. The infotainment system supports wireless smartphone integration and matches the digital cluster with its bright colours and high-resolution graphics, but the 10.1-inch touchscreen does feel a bit modest in today\u2019s screen-size race.\u00a0Touchscreen is high-res and has bright colours, but the UI is unintuitive.The headline feature, though, is the integration of Google services. Google Maps, Google Assistant and the Google Play Store are all built in, can be accessed directly from the system and work seamlessly. The interface itself is slick and responsive, but it isn\u2019t the most intuitive to navigate on the move; the layout and menus lack the clarity and logical flow you get in rivals from Hyundai and Kia.In addition to the ventilated and powered front seats, other \u2018must-have\u2019 features include a panoramic sunroof, a wireless phone charger, a 360-degree parking camera (though it\u2019s not the sharpest around), a powered tailgate, auto headlamps and wipers, dual-zone climate control, connected car tech and much more.\u00a0Its 360-degree camera could do with higher resolution.Its safety suite comprises six airbags as standard, front and rear parking sensors, a tyre-pressure monitoring system (TPMS), an electronic parking brake (DCT), three-point seatbelts, adjustable headrests and disc brakes on all four wheels. Notably, the Duster is the first Renault in India to get a Level 2 ADAS suite. On our short drive, the ADAS features weren\u2019t too intrusive, which points to a well-calibrated system. However, the lane-keep assist seemed a bit too aggressive. What\u2019s nice is that there\u2019s a handy button on the driver\u2019s right side that turns off all the ADAS features, so you don\u2019t have to fiddle through the sub-menus on the screen. Renault has also said that it will aim for a full 5-star crash safety rating with the new Duster.Both front seats feature electric adjustment and ventilation.Feature-wise, then, the Duster is well-equipped to take on rivals. However, these could have been better allocated across the range, and mid- or second-to-top variants should have been equipped with goodies such as ventilated seats and leatherette upholstery.Renault Duster Performance and Refinement &#8211; 9\/10The Duster\u2019s entry-level engine is a 1.0-litre three-cylinder turbo-petrol that puts out 100hp and 160Nm and comes mated to a 6-speed manual gearbox only. Then, there\u2019s a 1.3-litre four-cylinder turbo-petrol that produces 163hp and 280Nm (segment-leading figures) and is paired with either a 6-speed manual or a 6-speed DCT, both of which we got to sample on this drive. Interestingly, it\u2019s this engine that accounts for 91 percent of all Duster bookings.The 1.3-litre turbo-petrol engine accounts for 91 percent of all Duster bookings.Renault is also offering a strong hybrid option, which pairs a 109hp 1.8-litre four-cylinder petrol engine with a 49hp electric motor and a 20hp hybrid starter generator (HSG), backed by a 1.4kWh (280 V) battery. This takes the total system output to 160hp and 172Nm. However, this powertrain will only be introduced by Diwali, and Renault has announced that it\u2019s already booked out for 2026. Unlike the original Duster, there\u2019s no diesel engine nor an AWD option. \u00a0The 1.3 DCT is definitely our pick of the two. Not only is it more convenient than the manual, but it is also nicer to drive. The engine itself impresses with its superb refinement, as there are no vibrations to be felt at idle, and even when you get going, it remains smooth throughout. The cabin insulation is very good as well, and as such, you barely hear the engine inside; it\u2019s only when you\u2019re really revving it out that it becomes audible. There\u2019s some turbo lag and a prominent step up in power delivery around the 2,500rpm mark, followed by a strong mid-range punch, and it will pull cleanly till its redline.\u00a0 \u00a01.3-litre turbo-petrol engine is refined and packs a punch.\u00a0The wet-clutch dual-clutch automatic gearbox (DCT) doesn\u2019t have the lightning-quick shifts of Volkswagen\u2019s twin-clutch DSGs, but it impresses with its almost torque-converter-like smoothness. This really helps in low-speed city driving, where the Duster DCT feels smooth and seamless. There are even paddle shifters, which are responsive and add to the engagement when you\u2019re driving in a spirited manner. As for flat-out acceleration, we clocked a preliminary 0-100kph time of 10.4 seconds, which is about par for the segment. What blunts performance somewhat is the overall tall gearing, which is partly responsible for a slow response at low revs, especially in the manual.\u00a0Body control is impressive, and it feels enjoyable around corners.The 1.3 manual will be the one the enthusiast will naturally gravitate towards. Our test drive was up a ghat road in the foothills of the Himalayas, and out there, the manual felt in its element. Nothing quite beats the control and engagement you get from a proper three-pedal setup when you\u2019re in the mood to drive fast. The clutch is light and has a consistent bite point, so it doesn\u2019t feel jerky, while the well-defined gates mean the shifts are precise. However, powering uphill out of hairpins and tight corners, the turbo lag is much more prominent in the manual than the DCT. The overall tall gearing means you have to constantly drop a gear to stay in the meat of the powerband, or you\u2019ll lose momentum.\u00a0The Duster 1.3 MT was slightly slower than the DCT in the 0-100kph run, taking 10.8 seconds. There are even drive modes in both versions, though they only include Comfort and Eco; the addition of a Sport mode would have been nice. \u00a0Renault Duster Mileage and Efficiency &#8211; 7\/10Our short test drive meant we didn&#8217;t get a chance to test its real-world fuel efficiency but Renault claims the 1.3 MT will do 17.75kpl while the DCT is said to do 18.45kpl. Given its a small capacity turbo engine, expect real-world city efficiency to hover in the high single digits to low double digits, while highway efficiency should be in the mid-teens. As always, this will vary depending on driving styles and traffic conditions.Renault Duster Ride Comfort and Handling &#8211; 9\/10Ride comfort and high-speed stability remain a Duster hallmark.\u00a0Ride comfort was a hallmark of the old Duster, and it has been retained in this new-gen model. Our drive was from Dehradun up to New Tehri in Uttarakhand, and this properly felt like Duster territory \u2013 with a mixture of smooth highway tarmac, tight ghat roads and broken patches with big rocks thanks to landslides. And the Duster dealt with all of that and barely broke a sweat.\u00a0 \u00a0It has that typical European hint of firmness, especially at low speeds, but that\u2019s not to say it\u2019s uncomfortable by any means. It simply smothers rough patches and big potholes without any of it filtering through to the cabin, and it also doesn\u2019t have the steering kickback associated with the older Duster. What helps is the height of the 225\/55 R18 tyre sidewall, which provides that additional layer of absorption. It\u2019s equally capable at highway speeds, where it feels stable and composed.\u00a0Despite being FWD, the Duster hasn\u2019t strayed far from its go-anywhere roots.\u00a0The Duster is enjoyable around corners too. Body control is impressive, but when pushed hard, there is a bit of roll, and it doesn\u2019t feel quite as flat or tightly tied down as a Skoda Kushaq or Volkswagen Taigun. The steering, while on the lighter side, is precise and offers good feedback on a twisty road. You also get selectable steering modes, including a configurable Individual setting, which adds a welcome bit of heft for more spirited driving.Renault Duster Value for Money &#8211; 9\/10Renault is offering the Duster in five trim levels \u2013 Authentic, Evolution, Techno, Techno+ and Iconic \u2013 with prices starting at Rs 10.29 lakh and going up to Rs 18.49 lakh (ex-showroom). This represents good pricing and puts it right in the meat of the midsize SUV segment. Rivals such as the Citroen Aircross and MG Astor are more affordable at the lower end, while offerings like the Hyundai Creta, Kia Seltos, Tata Sierra and Maruti Victoris all cost more at the top end. Renault is also offering an \u2018R Pass\u2019 pre-booking benefit, which lowers the effective price of each variant by Rs 20,000-40,000 and offers priority delivery, among other benefits.\u00a0Offered in five trim levels with ex-showroom prices ranging from Rs 10.29 lakh to Rs 18.49 lakh.The brand is also introducing a new subscription programme, which will not require a down payment and will bundle on-road costs and servicing into a single monthly fee. Customers will be able to choose from multiple tenure and mileage options; at the end of the term, they can extend the subscription, return the vehicle or even buy it. The Duster also comes with an impressive warranty of up to 7 years\/1,50,000km.Renault may have taken its time with the Duster, but it arrives well-prepared to take on the established players in the fiercely contested midsize SUV segment. It\u2019s got the rugged styling, a modern interior with all the expected new-age features and a genuinely engaging driving experience thanks to that superb 1.3-litre turbo-petrol. It also feels tough enough to take real-world abuse in its stride.That said, Duster loyalists will miss the option of a diesel or AWD, and a bit more rear-seat space would have widened its appeal. Even so, the new Duster successfully picks up where its predecessor left off \u2013 staying true to its core strengths while moving the game on just enough to feel fresh, relevant and very desirable.<\/p><\/div><\/li><li  style=\"padding: 15px 0 25px\" class=\"rss_item\"><div class=\"rss_image\" style=\"width:150px; height:150px;\"><a href=\"https:\/\/www.autocarindia.com\/car-reviews\/skoda-kushaq-facelift-review-more-than-skin-deep-440358\" target=\"_blank\" rel=\" noopener\" title=\"Skoda Kushaq Facelift review: More than skin deep\" style=\"width:150px; height:150px;\"><span class=\"fetched\" style=\"background-image:  url('https:\/\/asset.autocarindia.com\/static\/reviews\/images\/20260320_045452_00cfe444.jpg');\" title=\"Skoda Kushaq Facelift review: More than skin deep\"><\/span><amp-img width=\"150\" height=\"150\" src=\"https:\/\/asset.autocarindia.com\/static\/reviews\/images\/20260320_045452_00cfe444.jpg\"><\/a><\/div><span class=\"title\"><a href=\"https:\/\/www.autocarindia.com\/car-reviews\/skoda-kushaq-facelift-review-more-than-skin-deep-440358\" target=\"_blank\" rel=\" noopener\">Skoda Kushaq Facelift review: More than skin deep<\/a><\/span><div class=\"rss_content\" style=\"\"><small>by <a href=\"\/\/www.autocarindia.com\" target=\"_blank\" title=\"www.autocarindia.com\">Autocar India<\/a> on March 20, 2026 at 6:30 am <\/small><p>The midsize SUV market in India is really heating up with about a dozen contenders, many of which are all-new. With the Kushaq being launched back in 2021, Skoda needed to update the model to keep it fighting fit. Enter the 2026 facelift: there\u2019s the requisite styling update along with some feature enhancements, and unlike typical facelifts, there are some notable technical changes too, so let\u2019s get started with the tech bits first.\u00a0Skoda Kushaq Performance and Refinement &#8211; 7\/10As before, the new Skoda Kushaq comes with two turbo-petrol direct-injection engine options: the 115hp 1.0-litre unit and the 150hp 1.5-litre mill. The big news, however, is the introduction of a new 8-speed automatic gearbox (AQ300) with the 1.0-litre engine, replacing the earlier 6-speed unit (AQ250) \u2013 both being torque-converter units sourced from Aisin. The 1.0-litre engine is also available with a 6-speed manual, whereas the 1.5-litre powerplant comes mated only to a 7-speed dual-clutch automatic.\u00a0The new 8-speed autobox helps lower emissions and fuel consumption. What has changed is that while the old car had a tendency to leap forward from a standstill, the new car\u2019s initial roll-off, despite still being a bit eager, is much better than before. \u00a0New 8-speed AT has smooth and seamless shifts, while the manual mode is nice and quick.On-the-move shifts are very smooth and seamless, as most torque-converter units are, and what\u2019s also really nice is that manual shifts \u2013 effected via the paddles or tiptronic gear lever \u2013 are very quick, with an almost DSG-like character to them, where you can sense the shift taking place. In manual mode, it also allows for a high rev limit before an automatic upshift; in 1st and 2nd, this happens at about 5,800rpm, whereas in 3rd, it will rev until the 6,000rpm redline before the upshift. It makes for a very engaging drive, and the 1.0-litre engine can be coaxed into being a willing participant, providing a decent level of performance. Our initial testing clocked a 0-100kph time of 11.57 seconds, which is much quicker than the previous 6-speed AT\u2019s 13.16-second time.\u00a0If there is any complaint about the gearbox, it\u2019s that all ratios now feel very short; 3rd gear maxes out at a rather low 102kph, and cruising in 8th at 100kph has the engine ticking a little over the 2,000rpm mark, a bit higher than what would be ideal. This also means you are very close to the level where the engine note gets quite coarse. At idle, especially when cold, you can easily hear the rough note typical of a 3-cylinder mill. It settles down when driven in a relaxed manner, but extend the engine beyond 2,500rpm \u2013 for instance, when overtaking \u2013 and the coarse note does come through. For what is the smaller, less powerful petrol engine option, refinement should have been better, and Skoda would do well to increase the insulation package on the car.\u00a0 \u00a0Performance is nice and lively, and even the 1.0-litre can easily be coaxed into a very decent level of performance.The 4-cylinder 1.5-litre automatic is the same as before, delivering an effortlessly strong performance and brisk flat-out acceleration; shifts via the paddles are expectedly quick. In our tests, the pre-facelift car clocked a 0-100kph time of 9.54 seconds, and this should remain the same with the update. Between the two, this engine would be the one to have \u2013 not only for the stronger performance but also because it feels smoother, and its cylinder deactivation tech is efficient too. The system shuts down two of the four cylinders during low-engine-load cruising, and the switching is imperceptible, with only a \u20182-cylinder mode\u2019 notification on the IP indicating its activation.Like the smaller-engined version, insulation is lacking here too, and when revved hard \u2013 which it likes to do \u2013 the engine boom grows quite loud. The lower levels of insulation also mean road noise from a coarse surface comes through quite easily.Skoda Kushaq Mileage and Efficiency &#8211; 7\/10The new 1.0-litre AT powertrain sees a gain in claimed fuel efficiency figure.With the new Kushaq, Skoda claims an increase in efficiency of the 8-speed auto, which sees a 1.0kpl improvement to 19.09kpl, up from 18.09kpl for the earlier 6-speed AT. However, the other two power units see a drop in the claimed ARAI figures, though only very marginally. The 1.0L MT drops from 19.76kpl to 19.66kpl, while the 1.5L DSG drops from 18.86kpl to 18.72kpl.\u00a0While we\u2019ll have to wait until we can put the new Kushaq through our standard instrumented fuel-efficiency test cycles, in this drive, the 1.0-litre automatic Kushaq delivered an MID-indicated average efficiency of 11.7kpl over a mixed city and highway cycle. For reference, in our standard cycle, the previous 6-speed AT Kushaq returned an average of 10.45kpl (8.5kpl city and 12.4kpl highway).Skoda Kushaq Ride Comfort and Handling &#8211; 7\/10Low-speed ride over ruts remains firm, but cornering is stable and secure with good grip levels.Ride and handling is typically European, with a firm low-speed ride that improves as you go faster. This means that there\u2019s a sharp edge to the low-speed ride over broken ruts and potholes, and due to the lower cabin insulation, you hear the suspension at work, too, which adds to the firm-ride impression. As you build up speed, pliancy improves, and it gets quite comfy. Between the two versions, the ride quality on the 1.5-litre felt slightly better.Driving briskly over a dirt trail showed good ride and body control as well \u2013 roll was well-contained around corners, and the grip was excellent. The steering is light and could do with a bit more weight at speeds. As for braking, the 1.5-litre car now gets rear discs, and braking performance feels strong and confident. \u00a0Skoda Kushaq Features and Safety &#8211; 8\/10No 360-degree camera; rear-view feed is a bit grainy.The Kushaq was never well-equipped, and with the update, Skoda has addressed some of the shortcomings, if not all. There\u2019s the crowd favourite \u2013 a panoramic sunroof on top-spec variants, while other variants get a single-pane unit. Alloy wheels in multiple patterns, auto HVAC, rain-sensing wipers, rear wash-wipe, and an auto-dimming interior rearview mirror (IRVM) are now standard across the range.\u00a0New 10.25-inch digital IP has multiple displays, including twin dials; Monte Carlo trim has an additional single-dial display with different aesthetics.There\u2019s a new 10.25-inch fully digital instrument panel with quite a few display options, including twin dials, and on the Monte Carlo trim, there\u2019s an additional single-dial display, along with, of course, a different aesthetic. The dashboard unit remains the same, with just a tweak to the decor bits. The red in the Monte Carlo edition is now a deeper terracotta-like shade, which looks richer than the pre-facelift car\u2019s blood-red hue. The steering wheel, too, has been carried forward; it is nice to grip and comes with lovely knurled scrollers that have a good quality feel.\u00a0Touch-surface HVAC control retains the indent for easier use but is still not as straightforward as dials or switches.There\u2019s also dual-colour ambient lighting and an on-board Google-powered AI assistant, but compared to others, it has limited functions and requires you to share your phone\u2019s data connection, which, annoyingly, kills Android Auto connectivity. The big feature addition is the rear-seat massagers. Yes, seat massagers \u2013 an offering unique to this segment and the one above, too. However, for a car that isn\u2019t typically chauffeur-driven, the decision to offer massagers at the rear only seems odd. Front-seat massagers or even rear-seat cooling would feel like a better deal. Currently, front seats offer ventilation, while the rear ones have back massagers.\u00a0Front seats are ventilated.Other features include 6-way powered front seats, front parking sensors and a rear camera. It would have been nice to see Skoda get rid of the touch panel HVAC controls and provide a 360-degree camera, or at least a crisper rear unit, as the feed is a bit grainy. On the safety front, 6 airbags and ESP are standard, and Skoda says the new car, too, is engineered for a 5-star crash-safety rating. \u00a0Skoda Kushaq Interior Space and Comfort &#8211; 7\/10Front-seat ventilation offers two speeds and works quite well; notably, Skoda has improved the AC performance on the new Kushaq. We had often reported that the AC performance was quite weak, with occupants having to resort to keeping the temperature setting at least 2 degrees lower than one would in another car or cranking up the fan speed. This was apparently due to Skoda using a fixed-displacement compressor, which has been replaced by a variable-displacement unit. The cooling improvement is noticeable, and while it is still not peak summer, at no time did we need to increase the fan speed.\u00a0Headroom and legroom are adequate but not class-best; rear-seat massagers are segment-unique and feel light, more like a back rub than a firm kneading.Space inside remains the same as before, so rear headroom and legroom are quite sufficient. However, the Kushaq does not feel as spacious as newer rivals such as the Tata Sierra or the new Kia Seltos. The panoramic sunroof does add to the airy feel, though. All seats are comfy with the right level of firmness, and a whole day of driving left us with no complaints. The massagers are provided on the two outboard rear seats, covering the lower and middle regions of the back, excluding only the shoulder area. The massage pattern or intensity cannot be varied, so it is a simple on-and-off function. It works well but is on the lighter side \u2013 more of a back rub than a firm kneading \u2013 which is how I prefer it.\u00a0Boot space, at 385 litres, is not class-best, but it\u2019s very well-shaped and can accommodate six cabin bags quite easily.In terms of interior storage, there\u2019s a large glove box, and the door pockets are spacious too. Boot space remains the same at 385 litres, but it\u2019s really very well-shaped, and we managed to pack six cabin bags quite easily.\u00a0Skoda Kushaq Exterior Design and Engineering &#8211; 8\/10Being a facelift, the Kushaq carries on with the previous car\u2019s MQB-A0-IN underpinnings, and while sheet metal such as the bonnet, fenders and tailgate remains the same, the facelift is still quite dramatic. At the front, there\u2019s a new bumper with a larger air-intake area, and the fog lights are now slimmer and have a vertical extension at their outer edges. The grille is wider and features segmented daytime running lamps (DRLs) that run right through it \u2013 similar to the Kushaq\u2019s larger sibling, the Kodiaq \u2013 giving the front end quite a distinctive look. The headlights have a new DRL eyebrow-like signature at the top as opposed to the previous car\u2019s L-shaped design below.\u00a0Front grille features new segmented LED DRLs similar to those of the Kodiaq.The side remains the same except for new alloy wheels with a unique design for each variant, so there are as many as six patterns on offer. At the back, too, sheet metal remains unchanged, but with a new bumper and tail-light signature, the rear looks very distinctive. The tail-lights have a different lighting pattern and are now connected; instead of using a continuous light bar, Skoda has opted for a segmented section along with illuminated Skoda lettering in the centre. On the whole, it is nice and striking without looking too over-the-top.\u00a0Each Kushaq variant gets its own unique alloy wheel design.Skoda Kushaq Value for Money &#8211; 7\/10The Skoda Kushaq range begins at Rs 10.69 lakh for the manual 1.0-litre Classic+ version, which places it just a bit above entry-level variants of the Maruti Victoris and Renault Duster while offering a more powerful direct-injection engine and a longer standard equipment list. However, the premium for the automatic range is a little steep, with prices starting at Rs 12.69 lakh, though that gap shrinks to Rs 1 lakh and below as you go higher. That said, it\u2019s an 8-speed unit, more than others in the segment. What\u2019s also nice is that Skoda has not limited the 1.0-litre engine to lower trims, and even the top-end Monte Carlo is available with the 1.0-litre powerplant; for most buyers, this will be all the car they need. Should you want more power, the corresponding 1.5-litre variants cost approximately Rs 1 lakh more, priced at Rs 18.79 lakh for the Prestige and Rs 18.99 lakh for the Monte Carlo.\u00a0So, the pricing is right there in the mix with the rest of the segment and quite smartly done. Skoda has also put a lot of effort into this facelift, addressing aesthetics, features and even technical updates. There are, of course, still some shortcomings. The overall size and stance are compact, and that\u2019s not what most buyers here want. The NVH levels remain high, and while equipment has been enriched, some notable omissions remain, such as a 360-degree camera, a branded audio system and an ADAS suite. But it gets all the basics as well as a few nice-to-have features, and, of course, there are the rear-seat massagers, which, if you are chauffeur-driven or buying the car for someone who is, make for an interesting USP. It\u2019s also spacious and comfy enough for most adults, and those who drive will enjoy the lively and peppy nature of the car. The 1.5-litre engine serves up a strong and effortless performance, and the smaller 1.0-litre unit with 8-speed torque-converter transmission delivers a smooth and seamless drive feel but can also serve up performance to a very acceptable extent when called for. The handling character is also stable and secure. Thus, all in all, the Kushaq will easily delight those who enjoy driving. To sum up, then, the Kushaq isn\u2019t the best in class in certain areas, but it delivers enough to keep you interested, and with the update, Skoda has managed to keep it fighting fit.<\/p><\/div><\/li><\/ul> <\/div>","protected":false},"excerpt":{"rendered":"","protected":false},"author":1,"featured_media":0,"parent":0,"menu_order":0,"comment_status":"closed","ping_status":"closed","template":"","meta":{"footnotes":""},"class_list":["post-29","page","type-page","status-publish","hentry"],"_links":{"self":[{"href":"https:\/\/wp.adups.app\/index.php\/wp-json\/wp\/v2\/pages\/29","targetHints":{"allow":["GET"]}}],"collection":[{"href":"https:\/\/wp.adups.app\/index.php\/wp-json\/wp\/v2\/pages"}],"about":[{"href":"https:\/\/wp.adups.app\/index.php\/wp-json\/wp\/v2\/types\/page"}],"author":[{"embeddable":true,"href":"https:\/\/wp.adups.app\/index.php\/wp-json\/wp\/v2\/users\/1"}],"replies":[{"embeddable":true,"href":"https:\/\/wp.adups.app\/index.php\/wp-json\/wp\/v2\/comments?post=29"}],"version-history":[{"count":2,"href":"https:\/\/wp.adups.app\/index.php\/wp-json\/wp\/v2\/pages\/29\/revisions"}],"predecessor-version":[{"id":43,"href":"https:\/\/wp.adups.app\/index.php\/wp-json\/wp\/v2\/pages\/29\/revisions\/43"}],"wp:attachment":[{"href":"https:\/\/wp.adups.app\/index.php\/wp-json\/wp\/v2\/media?parent=29"}],"curies":[{"name":"wp","href":"https:\/\/api.w.org\/{rel}","templated":true}]}}