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Autocar India - Car First Drives https://www.autocarindia.com Car and Bike news, reviews and videos. Copyright 2022 Haymarket Media Pty. Ltd. Sat, 23 Apr 2022 09:45:01 +1000 10 2022 Skoda Slavia review, road test 2022 Skoda Slavia front

The Octavia, Superb and Rapid have been instrumental in shaping Skoda’s identity in India as the maker of well-engineered, solidly built and cleverly packaged sedans. And while there have been SUVs and a hatchback (in the past) to speak of, the three-box sedans have always driven sales for the brand.

Under its ‘India 2.0’ strategy, the company bundled its core strengths as well as its learnings of the market to tailor-make India-specific models. The first launch under this strategy was the Kushaq SUV, which has been off to a steady start, and the second and newest entrant is the Slavia midsize sedan, which is all geared up to take on the Honda City.

Our first impression of the Slavia left us thoroughly impressed, and it certainly seemed to carry forward traditional Skoda traits like its solid-built, well-packaged cabin and a whole bunch of modern features. We now evaluate this sedan.

Skoda has introduced a petrol-only line-up for the Slavia, which gets two turbocharged engines. The 1.0-litre TSI is priced between Rs 10.69 lakh-13.99 lakh for the 6-speed manual, and Rs 13.59 lakh-15.39 lakh for the 6-speed automatic, and the 1.5-litre TSI is available with just one variant, priced at Rs 16.19 lakh for the 6-speed manual and at Rs 17.79 lakh for the 7-speed dual-clutch automatic.

Based on the Volkswagen group’s MQB A0 IN platform, the Slavia shares its underpinnings with the Kushaq SUV, as well as the Volkswagen Taigun and the upcoming Virtus, thus, benefitting from economies of scale. The ‘IN’ in the platform name represents its nearly 95 percent localised content, which helps to keep a check on costs and enables Skoda to keep prices competitive. Like its SUV sibling, the Slavia boasts of the longest wheelbase, at 2,651mm, in the segment. It is also the widest and tallest amongst its rivals, and is significantly larger in dimension than the outgoing Rapid it replaces. Speaking of which, the Slavia’s structure is nearly 30 percent stiffer than the outgoing Rapid’s PQ25 platform, and that also reflects in its fantastic driving dynamics (more on that later).

LEDs illuminate the road well; crystalline effect looks stunning.

Visually though, the Slavia sports traditional Skoda design cues such as its chrome-rimmed butterfly front grille, and the sharply cut LED headlamps featuring a very attractive crystalline effect. Even the sculpted bonnet is reminiscent of modern Skodas, and its clean-cut side profile, with tasteful use of chrome on the door handles and window, lends it a classy appeal.

SUV-like 179mm ground clearance enhances its usability.

The 16-inch alloys sport a two-tone effect, although they look a bit small, and the raised ride height makes the large gap in the wheel arches appear ungainly. It features slim LED tail-lamps with an attractive crystalline effect, and the neatly sculpted boot lid and the smartly spaced-out Skoda lettering add a nice touch to the rear styling.

We’re sore that Skoda hasn’t opted for any visual differentiation between the Style variants of the 1.0 TSI and 1.5 TSI, not even a badge. We’ve learnt that Skoda will offer a red ‘I’ in the TSI badge of the 1.5 variant at a later stage to strike a subtle differentiation, however, a sportier Monte Carlo or RS treatment would certainly make 1.5 TSI buyers, who are spending an additional Rs 2 lakh for the bigger engine, feel a bit more special and truly give them their money’s worth.

Localised it might be, but the solid shut sound when you close the door makes a positive first impression, offering a degree of reassurance and a sense of security. The Slavia’s beige and black colour scheme goes a long way in, making the cabin feel airier and lifting its premium quotient. A copper-coloured panel on the dashboard adds a touch of colour, however, this design feature will polarise opinions.

Two-tone theme looks upmarket, and quality of bits is largely good. Fit-finish isn’t as good as older Skodas.

The two-spoke steering, tablet-like infotainment screen, touch-sensitive climate control panel, and gear lever are shared with the Kushaq, while the 8.0-inch digital instrument cluster that’s wearing an orange theme is shared with the Volkswagen Taigun; but, as is also the case in the Volkswagen SUV, this instrument cluster layout – the main screens and the dummy ones beside it – could have been better executed. After receiving critical feedback for the Kushaq’s unit, Skoda has gone a step ahead and installed a more premium roof liner here.

Dummy screens on the cluster could have been put to better use.

The plethora of seat adjustments, along with the tilt and telescopic steering, makes getting into an agreeable driving position very easy. The seats are wide, lumbar support is good and even after hours of seat time, the perfectly-judged cushioning makes long-distance commutes rather relaxing.Owners will also appreciate the sheer amount of storage areas on offer – the door bins are massive, there are cupholders, the armrest console can swallow some knick-knacks and so can the large cooled glovebox.

Ample seat, steering adjustment to get comfy; cushioning is well-judged.

Two USB Type-C charging ports and a 12V socket are at the disposal of front occupants to juice up their devices, in addition to a wireless charging pad that’s placed in a way that the driver’s phone screen isn’t in their field of vision, which certainly dissuades distractions (to an extent) while driving.

Several areas to stow knick-knacks all across the interior.

Despite being a high-riding sedan, you will still need to sit down as ingress and egress aren’t as convenient as walking into the cabin of similarly priced SUVs. But once seated, there’s a lot to appreciate. To start with, its best-in-class wheelbase frees up commendable amounts of legroom, and you can even tuck your feet beneath the front seats for better comfort.

Large windows and quarter glasses brighten up its cabin, lending a spacious and airy ambience.

The seats offer good support and the large windows and quarter glass further amplify the sense of space. Not all’s perfect though, as the headroom is a bit tight for six-footers and the backrest is a tad upright. The cup-like contouring of the backrest makes it comfortable for only two adults rather than three – the central floor hump and the rear AC console further rob legroom from the middle passenger.

Leg, footroom are aplenty. Seat contouring makes it ideal for two adults.

At 521 litres, its boot is humongous, but it can swallow more than what its size suggests due to its clever, boxy shape. The Slavia is the only car in the segment to offer splitfolding 60:40 rear seats to further increase cargo capacity to a cavernous 1,050-litres. We wish that Skoda would have included a lever in the boot to drop down the seats, because the current set-up required the respective doors to be opened and the seats folded via a lever on their backrest.

Cleverly shaped boot with additional practicality of folding rear seats.

Skoda hasn’t skimped on standard safety and security features, so even the base ‘Active’ variant gets ESP, ABS with EBD, dual airbags, multicollision braking, electronic differential lock, traction control, tyre loss indicator, and an anti-theft alarm. Higher variants include hillhold assist, six airbags, auto LED headlamps and wipers, cruise control and sunroof.

Subwoofer is neatly tucked away in the full-sized spare wheel.

The Slavia shares the Kushaq’s touch-sensitive climate control and 10-inch touchscreen infotainment system that packs in wireless Android Auto and Apple CarPlay. But it goes a step further and offers a 380W, eight-speaker and subwoofer set-up, which sounds even better than the Kushaq’s six-speaker and subwoofer layout.

Ventilated front seats are a boon in a tropical climate like ours.

Wireless phone charging too is part of the package, and the cabin boasts of four USB Type-C type charging provisions (front and rear), as well as a 12V socket. Kit like telescopic steering, cooled glovebox, height adjustable driver and passenger seats, and a front armrest make it to the list. There’s also an 8.0-inch digital instrument cluster on offer, along with ventilated front seats, which are a boon in a tropical climate like ours.

Air-con takes a while to cool down the cabin; blower is a bit loud.

What’s nice about the 1.0 TSI engine is that it is quite a hushed unit, only revealing its identity with a typical three-cylinder thrum once it spins past 4,000rpm; but never does it sound coarse or clattery. Interestingly, to prevent the engine from stalling, and also to curtail vibrations inside the cabin, Skoda has kept the idling RPM at 900-1,000rpm, which is higher than the usual 700-800rpm. Despite this, you can still feel periodic engine vibrations at idle, as the three-cylinder unit rocks about on its mounts.

The lighter 1.0 feels a tad nicer to drive than the slightly nose heavy 1.5.

In a segment where rival midsizers are powered by larger capacity (1.5-litre), four-cylinder, naturally aspirated engines, Skoda’s 999cc turbocharged unit is the smallest in terms of outright capacity. Those graduating from bigger engines will need to adapt their driving style to work around this unit’s dull off-boost performance, which is probably its biggest downside. But get past that initial lag, and once the turbos begin to sing, you’ll soon know why this globally acclaimed engine has countless awards and accolades to its name. The 1.0-litre TSI feels zippy, rev-happy and delivers a class-best 178Nm of torque in a relentless, healthy serving. It makes the Slavia feel light on its feet, and so long as it is on-boost, it’ll tackle both city and highway driving scenarios very competently.

Remains composed at all speeds, and infuses confidence in the driver.

Outright performance is strong too and the Slavia takes merely 10.80sec to dispatch the 0-100kph sprint. Now, while the Honda City still remains the quicker one to sprint to 100kph, reporting 10.20sec, the Slavia annihilates it and all its rivals in rolling acceleration, from 20-80kph in third gear and 40-100kph in fourth gear. Incidentally, the Slavia’s times are much quicker than the Kushaq with a similar configuration, due to the revised final drive ratios.The MQ200 6-speed gearbox has a positive shift action with well-defined gates, but it isn’t as butter-smooth as its Japanese or Korean rivals. It has a light clutch to speak of, but the pedal travel is very long, which can get a bit cumbersome in stop-go traffic.

Performing duties in its automatic iteration is an all-new fourth-gen Aisin-sourced 6-speed torque converter (AQ250), which made its global debut in the Kushaq and features a similar character here. Due to its high-idling RPM, the initial creep function feels a bit sudden, hence it commands careful brake modulation. Another typical characteristic of this transmission is that it upshifts to the highest possible ratio at the earliest. While this has been done to aid fuel efficiency, it amplifies the engine’s dull zone below 1,800rpm, especially at city speeds. As a result, closing gaps in traffic doesn’t feel brisk and effortless. Shifting to Sport mode or tugging the left paddle and taking manual control over the gearbox solves this sluggish behavior to an extent, but a crisper power delivery and a cleverer gearbox shift logic would have certainly enhanced the urban drive experience. Downshifts aren’t the smoothest and the transition from third to second, and second to first, particularly in Sport mode, are quite jerky.

1.5 TSI cuts off two cylinders while cruising at steady speeds, in the interest of fuel economy.

While the 1.0-litre TSI will quench the performance thirst of most buyers, driving enthusiasts will gravitate towards the 150hp, 1.5-litre four-cylinder turbo-petrol unit. In comparison, it feels much freer getting off the mark, and while there is a hint of lag below 2,000rpm, it doesn’t feel as prominent as the 1.0-litre TSI’s. The healthier serving of 250Nm of torque from 1,600-3,500rpm also plays a significant role in enhancing its drivability. As a result, you can easily potter around in higher gears at lower engine speeds, without the need to downshift often. It isn’t just in city confines, but also out on the open roads where the 1.5 TSI proves its mettle. The Slavia rockets past traffic in a way no other midsizer can and, without even prodding hard, you’ll be doing silly speeds in no time. Get its launch right and the Slavia will decimate cars twice its price in a sprint to 100kph – which takes an incredibly quick 8.63sec – and it’ll keep pulling till it reaches the double ton mark. The MQ281 6-speed manual occasionally requires a firm shove to slot into gates, and even its clutch feels a tad springier than the 1.0 TSI’s, with the pedal travel being just as long; thus, the 1.5-litre warrants a bit more effort to drive.

Paddle shifters with both autoboxes make the drive more engaging by offering manual control.

The automatic in the 1.5 Slavia is the newest iteration of the DQ200 7-speed, dry dual-clutch transmission that’s renowned for its lightning quick shifts and sporty character. Being shorter geared than the manual avatar, the automatic feels even livelier, and with an intuitive shift logic and negligible turbo lag when off-boost, this combination feels nicest within city confines. Overtaking manoeuvres on the highway are effortless to execute and there are paddle shifters too for a sportier, more engaging drive experience. This DSG iteration is quick and dispatches the 0-100kph sprint in 8.96sec, maxing out at 198kph.

The smaller capacity 1.0 TSI is the more efficient engine in the range, with the manual-geared Slavia reporting an efficiency of 11.8kpl and 14.2kpl in city and highway conditions, respectively. Meanwhile, the automatic reported 10.5kpl in the city and 13.4kpl on the highway. The 1.5 TSI, on the other hand, came across as rather thirsty in comparison, reporting 8.8kpl and 8.4kpl for the manual and DSG, respectively, in the city, while its cylinder deactivation aided efficiency (to an extent) when cruising at steady speeds on the highway, resulting in 14.9kpl and 14.2kpl for the manual and DSG, respectively.

Second battery for auto engine start-stop is beneath the front seat.

Turbo-petrol engines are sensitive to a lot of factors, with driving styles being one and ambient temperatures being another. During our tests, outside temperatures ranged between 34 and 38 degC, and so, despite being equipped with the automatic engine start-stop feature, it seldom turned off the car at a traffic stop because the air-con compressor needed to work overtime to maintain 22 degC inside the cabin. This factor impacted fuel consumption, particularly for the 1.5-litre engines.

One of the Slavia’s highlights is its 179mm ground clearance, which lends it the high-riding practicality of an SUV. Despite its raised ride height, the Slavia instils ample confidence in the driver to tackle corners with verve. Sure, there’s a bit of body roll, but the turn-in is sharp and the body feel taut, and it changes directions in a manner that’s far more willing and eager than any other midsizer on sale. The 1.0-litre versions, with a lighter load on the front axle (due to the lighter engine), feel more agile and nicer around corners, while the 1.5-litres feels a bit front-heavy in comparison.

Even the steering feel of the 1.0 TSI is a tad lighter, although the difference can only be felt while driving both these back-to-back. That said, the steering on the whole is light and quite direct, and it weighs up consistently with an increase in speed. Ride comfort is another one of the Slavia’s strengths and it absorbs road shocks in a mature manner. Body movements are well in check and even road shocks don’t tend to unsettle passengers in the cabin. Stability at expressway speeds remains rock-solid, like any other Skoda, and this sedan masks speeds incredibly well. Despite lacking rear disc brakes, the Slavia sheds speed at a respectable rate, coming to a halt from 80kph in around 25m, which is almost a metre-and-a-half shorter than the lighter Honda City.

Nestled in a tablet-like housing slapped onto the dashboard, Skoda’s 10-inch touchscreen’s user interface is quite straightforward and responsive. A dedicated shortcut bar to the left of the screen makes it easy to access certain functions, although some items like the two-step procedure to adjust the volume (from the screen) could have been better executed.

Paddle shifters with both autoboxes make the drive more engaging by offering manual control.

Wireless Android Auto and Apple CarPlay is a welcome feature, and it works seamlessly. In-built applications like Gaana, Audiobooks, etc., are great to have, however, their individual menus are fiddly, especially while on the move. Those who enjoy their music will appreciate the 380W 8-speaker sound system that also packs in a subwoofer with tight and crisp bass. It also gets some connected car features via a mobile application. Remains composed at all speeds, and infuses confidence in the driver. The lighter 1.0 feels a tad nicer to drive than the slightly nose heavy 1.5.

Camera display screen is small and the resolution could have been better.

The most rounded midsize sedan in the market. Period.

Skoda has taken its own time to replace the Rapid, but we’re happy to report that the Slavia has been worth the wait. It wonderfully fuses the practicality of a high-riding vehicle, thanks to its impressive 179mm ground clearance, with the elegance of a traditional three-box sedan. Like every other Skoda, it is a fundamentally sorted car, and with its deft balance between ride comfort and tidy handling, the Slavia sets a new benchmark for other midsize sedans. Complementing its dynamics are a set of really competent powertrains. The perfectly adequate 1.0 TSI will satiate the performance needs of most buyers and comes across as the more sensible pick of the range. For a sportier drive experience, Skoda offers a lusty 1.5 TSI with incredible sprinting abilities.

However, with on-road prices crossing the Rs 20 lakh threshold, this version certainly comes across as overpriced for a midsize sedan, even more so due to the lack of differentiation with its similarly equipped, more affordable 1.0 TSI variant. And with the 1.5, you’ll also need to be prepared for higher fuel bills. While on that topic, mile munchers will miss a diesel engine in the range.

True to its DNA, this Skoda has got its packaging right with ample space for seating and luggage, it is quite solidly built, and even packs in invogue premium kit like ventilated seats, sunroof and wireless smartphone connectivity. Some Skoda loyalists will miss the immaculate levels of interior fit-finish and attention to detail in the Slavia, but viewed in the light of the competition, it still does the job well. In summary, the Slavia is so good, it is one of the most rounded offerings in the segment, and with its practical, yet fun-to-drive nature, this sedan has even got serious potential to sway SUV buyers in its direction.

]]> Autocar India News Desk Autocar India News Desk 2022 Skoda Slavia review, road test 2022 Skoda Slavia front 246 140 246 140 1 Fri, 15 Apr 2022 09:00:00 +1000 424120 Autocar India News Desk Autocar India staff photograher Fri, 22 Apr 2022 11:44:07 +1000 After a positive first impression, we now delve deeper and evaluate this all-new midsize sedan in more details. After a positive first impression, we now delve deeper and evaluate this all-new midsize sedan in more details. Fri, 15 Apr 2022 09:00:00 +1000 "2022 skoda slavia review, road test" https://www.autocarindia.com/car-reviews/2022-skoda-slavia-review-road-test-424120#utm_source=feed&utm_medium=rss&utm_campaign=Autocar+India+Car+First+Drives+feed 424120 EXCLUSIVE: Aston Martin DBX 707 review: World’s most powerful luxury SUV Aston Martin DBX 707 front action image

It’s fair to admit that many of us misunderstood the original Aston Martin DBX up until this point. With its beautiful bodywork, twin-turbo V8, sophisticated chassis trickery to help it mask its size, bespoke and customisable interior, and high price it felt every bit the super SUV at the very peak of its game. Its 550hp and 700Nm outputs weren’t at the top of the class, sure, but as an overall package, it was positioned right up there with the best.

What we didn’t know then was that the DBX 550, as it’s called now, was only the base, and it’s really this new DBX 707 that was envisioned from day one to be Aston Martin’s true super-SUV. To put it into perspective, if the 550 was the BMW M340i of the DBX range, that would make the 707 the M3 Competition.

707 (pronounced seven-oh-seven) might sound like an allusion to everyone’s favourite fictional British spy and long-time Aston Martin brand ambassador, but that’s not the case. The SUV was simply named after the engine’s power figure, and not the other way around. That 707hp output, Aston says, makes this the most powerful ‘luxury SUV’ in the world right now, which is a clever way to steer clear of some other SUVs stuffed with a lot of power, but, perhaps, lack the premium appointments the DBX claims to offer.

Still, even with this caveat in place, the DBX 707 has its work cut out for it, vying for your crores against the likes of the Porsche Cayenne Turbo GT, Audi RS Q8, Maserati Levante GTS, Bentley Bentayga Speed, and perhaps, most crucially, the Lamborghini Urus. So where does it sit, and is it more than just a power bump? Read on.

Aston Martin DBX 707: exterior styling and changes

Arguably one of the most beautiful large SUVs around, the DBX gets a shot of aggression in its upgrade to 707. It’s 16mm wider in the rear track, giving it a squatter stance, there are wider side skirts and it rides on new, optional 23-inch wheels (285-section up front and 325 at the rear), which can also be specced on the 550 now. At the back, in addition to the roof spoiler and the brilliantly sculpted duck-tail tailgate, there’s now a huge diffuser undertray jutting out from the rear bumper – it’s large enough to serve drinks on!

The big changes, however, are up front, where the already huge Aston Martin grille has grown 27 percent larger; BMWs and Audis have nothing on this. This, along with new openings lower in the bumper, allows for 80 percent greater airflow, aiding not just downforce, but cooling too. There are more radiators to better temper the upgraded engine and gearbox, and more air is channelled into the wheel arches to cool the brakes too.

More aggressive than the standard car and a little less elegant for it, but still a looker.

All in all, some of the elegance of the 550 has been sacrificed, but this still remains one of the sexiest SUVs out there. The almost exaggerated sculpting of the bodywork makes it seem quite compact, until you’re standing right next to it, of course, and despite its proportions, it wears its brand identity so boldly, you couldn’t mistake it for anything other than an Aston Martin.

Aston Martin DBX 707: interior styling, features and luxury

This is a cabin designed with an overtly sporty intent, especially specced as this one is in the Aston Martin Racing colours. The centre console has gotten a bit more crowded, but also more functional, with the addition of shortcut buttons for drive modes and a few other driver settings.

The screens have been carried over from the DBX too, and while the digital dials are good-looking and informative – if not as crisp as the very latest – it’s the main infotainment system that leaves a lot to be desired. It’s based on Mercedes’ two-generation-old system, which, in the context of today’s state-of-the-art interfaces, feels behind the times. It even relies on an old-fashioned touchpad for navigation, rather than a touchscreen. However, the team at Aston did hint that this was something that could be addressed with the facelift.

The 707 uses a new set of sports seats which offer a bit more lateral and shoulder support, and aren’t quite as soft and generously cushioned as the standard seats in the 550. They are still incredibly comfortable and would leave you relaxed at the end of a long journey.

Interior largely the same, with a focus on personalisation and bespoke appointments.

Back to the AMR interior colour scheme though, and if that’s a bit too shouty for you, know that you can have it in a more-traditional ‘luxury car’ spec. Tan and black leather, rather than blue and green, and wood inlays rather than carbon fibre, for example. In fact, customers are encouraged to dive deep into the brand’s ‘Q’ customisation catalogue, with options ranging from the aforementioned colours and trim, to bespoke fitments that no other car will have.

There’s a tangible richness to everything in the cabin too, with soft leather, hand-stitched everything and an opulent design. And this, Aston says, is what sets it apart from most high-performance SUVs and allows it to also tempt people out of super-luxury SUVs.

Aston Martin DBX 707: engine, performance, ride and handling

What also sets it apart, according to Aston, is that while most other SUVs in this class are based on platforms originally designed to prioritise comfort and luxury, the DBX’s bespoke platform was engineered from day one to deliver a sports SUV first and foremost. And from there, to arrive at the 707, the changes had to be effected carefully so as to make the DBX more powerful and engaging, but without completely eliminating its long-distance GT cruising capabilities.

It’s why the front suspension mounts were stiffened, but the rear suspension was correspondingly softened. It’s why a little slack was left in the revised steering and the 48V active anti-roll bars – anything sharper would have felt too twitchy. It’s why the ride height and damper settings remain the same as the standard DBX in the basic GT mode, and were only lowered and stiffened in Sport and Sport+ modes.

Centre console has gained a mode selector and other shortcuts.

They could have simply lumped the 5.2-litre twin-turbo V12 from the DBS Superleggera into the SUV and called it a day; the power output would have easily been met too. The reasons for sticking with the AMG-sourced 4.0-litre V8 are that its character is better suited to an SUV, and also because it saves considerable weight in what is already a heavy car.

To arrive at the swollen outputs of 707hp and 900Nm, there are new, more responsive ball-bearing turbochargers and an engine remap, and harnessing all this oomph is a wet-clutch version of AMG’s 9-speed automatic gearbox. There’s a beefier rear differential, which is fed power by a single-piece carbon fibre prop shaft that’s stronger and lighter, and a new exhaust system too.

The results are expectedly dramatic, and flooring it from part-throttle in Sport+ mode rockets you forward on a wave of g-forces and beautiful sound. Launching from a standstill gets you to 100kph in 3.3sec, and though this uses the full might of the AWD system, it can also, given the right driving scenario, send 100 percent of the power to the rear wheels. Turning the electronic safety aids off and booting it reveals signs of a willingness to oversteer; signs I was unwilling to pursue on the narrow mountain roads of Sardinia.

Ballistic acceleration paired with deft handling make this an astounding technical achievement.

The DBX 550 was already one of the best handling SUVs we’d ever driven, and it’s been sharpened up ever so slightly for the 707. A bit more weight and speed in the steering, a bit less pitch and roll under braking and cornering, and frankly, there wasn’t much more that needed improving. This two-metre-wide, 2.3-tonne SUV has an uncanny ability to wrap itself around you, and keep you from wrapping it around the next light pole, with electronics that allow some deviance, yet rein you in at just the right moment, and quick enough responses to goad you on without scaring you.

The best part is that all the components – powertrain, chassis and electronics – feel cohesively interconnected in a way many of its rivals don’t, and it’s this holistic focus on an engaging drive that feels really special.

And still, all you have to do is switch it back down to GT mode to transform it into a relaxed cruiser. The three-chamber air suspension does a good job of ride quality – not soft and floaty like a full-on luxury car, but not harsh like a sportscar either. There’s an acceptable amount of firmness for a vehicle of this type, and one with ‘Aston Martin’ on its tailgate, but if comfort is the priority, we’d recommend sticking to the standard 22-inch wheels and not these optional 23-inch ones.

Optional 23-inch wheels can be felt over ruts and expansion joints; 22s are just fine.

If there’s one component that doesn’t quite live up to the rest in the driving experience, it’s the gearbox. While it’s smooth and unobtrusive enough in GT mode, and shifts fast enough at full throttle in Sport+ mode, its responsiveness to your inputs in any of the modes can be a little slow at times.

Aston Martin DBX 707: expected price and verdict

With its more potent powertrain and chiselled handling, the DBX 707 casts a far wider net than the standard DBX 550. Its qualities of space, practicality, luxury and style are all still there, but now, it aims to dominate on the performance front too. The good news is it balances the two roles very well without making heavy compromises in either, with only its dated infotainment tech and at-times-lazy gearbox being small hiccups along the way.

In the Indian context, it seems like just what the doctor ordered for Aston Martin. The standard DBX, despite all its aforementioned positives, can come across a little expensive at Rs 4.10 crore (ex-showroom, India), given what else is available in the super-luxury and super-performance SUV space. But the added performance of the DBX 707 will no doubt be a huge draw, and we hear that it won’t be priced too much higher when it goes on sale, at roughly Rs 4.50 crore (expected ex-showroom, India).

Aston Martin’s relatively small presence in India could also deter some potential buyers. But for those in the know, and for whom driver involvement gets top priority when buying a super SUV, the DBX 707 should be right at the top of the shortlist.

Also See:

Aston Martin DBX 707 video review

]]> Gavin D'Souza Gavin D'Souza EXCLUSIVE: Aston Martin DBX 707 review: World’s most powerful luxury SUV Aston Martin DBX 707 front action image 246 140 246 140 1 Gavin D'Souza EXCLUSIVE: Aston Martin DBX 707 review: World’s most powerful luxury SUV New sports seats offer better support. 246 140 246 140 1 Gavin D'Souza EXCLUSIVE: Aston Martin DBX 707 review: World’s most powerful luxury SUV No V12 here. AMG-sourced 4.0 V8 gets new ball bearing turbos and a retune for 707hp and 900Nm. 246 140 246 140 1 Wed, 13 Apr 2022 04:30:00 +1000 424122 Gavin D'Souza Autocar India staff photograher Wed, 13 Apr 2022 10:40:51 +1000 At a time where 600hp-plus-SUVs are a whole segment, can this British entrant rise to the top? At a time where 600hp-plus-SUVs are a whole segment, can this British entrant rise to the top? Wed, 13 Apr 2022 04:30:00 +1000 "exclusive: aston martin dbx 707 review: world’s most powerful luxury suv" https://www.autocarindia.com/car-reviews/exclusive-aston-martin-dbx-707-review-worlds-most-powerful-luxury-suv-424122#utm_source=feed&utm_medium=rss&utm_campaign=Autocar+India+Car+First+Drives+feed 424122 Honda City Hybrid review, test drive Honda City Hybrid front action

The term Hybrid is something of a bad word in India. Long abused by the incessant use of low-spec components and ineffective systems, all of which failed to deliver anything like the fuel economy expected of a hybrid, the term ‘hybrid’ today holds little or no water in India.

This, however, is the real deal, the real McCoy. Say hello to the Honda City Hybrid, a car that’s so well stocked with cutting edge systems, it has technology falling out of its ears. Consisting of a full-on hybrid system that uses two large electric ‘motors’ and a voluminous battery pack in the trunk, it is a car that is between 35 or 40 percent more efficient than a regular petrol car. The City Hybrid, in fact, is so efficient, it has the potential to match even the most efficient of compact hatchbacks. There’s even more tech; the City Hybrid also comes with Honda’s driver assistance systems (ADAS) known as Honda Sensing, and this will be on the car we get in India too.

Driver aids work well on the City, allow for some amount of hands off driving.

Rig Rundown

So, how does this Hybrid version of the City differ from the regular one we’re so used to seeing back home? For one, this car here is available in the sportier RS trim. This means you get sportier bumpers, there’s a new lip spoiler at the rear, and on the inside, you get upgrades like a sportier leather-covered steering wheel, multi textured seats (done in ‘leather’ and ‘suede’) and neat red contrast stitching. While this is the Sport Hybrid or the iMMD system, the RS trim isn’t exactly a match for this car, which honestly is more about efficiency and less about performance. So Honda in India could make do with just a different grille and a more prominent e:HEV badge. So much for cosmetics.

e:HEV badge likely to be key differentiator on boot lid.

It’s under the skin where the Hybrid differs hugely from the City as we know it. The powertrain is completely different. Consisting of a 1.5-litre petrol that puts out just 98hp and runs a more efficient ‘Atkinson cycle,’ the engine is also aided by an electric motor that puts out a really strong 109hp. This clearly is no mild hybrid. The maximum combined power of the engine and the e-motor aren’t disclosed, but Honda does specify a maximum combined torque at 253Nm; the engine making 127Nm and the electric motor 253Nm.

Orange is used for high voltage lines.

Also very interesting is the fact that there is no gearbox. It has no CVT, no planetary gearset and no set of gear wheel sets either; it just has a single direct gear for high speed driving. So how does the engine send or transmit power to the wheels? Well, for the most part it doesn’t. Power goes to the wheels via the electric motor. In fact, the engine is often going at one speed and the wheels another. Motive force, as on a range extender, comes via the battery in the rear. So often, the engine is only run to charge the battery. Like all hybrids and EVs, the City also saves energy while decelerating, winding back otherwise wasted energy to the battery via an electric generator.

Car in India will get space saver spare.

All told, the Honda City Hybrid is also around 110kg heavier than the regular City. To accommodate the largish battery in the boot, there’s no spare tyre on this car here, just a puncture repair kit. The car in India will come with a space saver spare, which will further reduce the already reduced boot capacity of the City Hybrid. While the regular City has 506 litres of space in the trunk, this Hybrid has 410 litres.

Li-on battery takes up bootspace too.

The only other big mechanical change on the car includes the addition of a rear disc brake; this is because the City Hybrid has 160 percent more torque when compared to the petrol. And the hybrid also gets an electric parking brake. Also, since there is a battery in the boot, there’s also a ‘vent’ placed between the right rear door and the backrest.

Dual Power Drive

So, what’s it like to drive? A bit strange initially, as the experience is both very familiar and quite different, all at the same time. It’s familiar, of course, because this is a City. So getting in, settling down behind the wheel and steering this car around feels familiar. But it’s also very different. The engine doesn’t start when you hit the starter button, and then as we take off, the car moves off silently on battery power alone. To denote you are driving in EV mode, a small green logo illuminates on the instrument panel. And here it’s silent, smooth, and easy to drive in stop-start traffic.

Econ mode is quite usable, especially in the city.

While there’s no dedicated EV mode you can select manually, you can keep the City Hybrid running as an EV if you use small throttle openings and take the aid of the Econ button... of course, it dulls responses down a bit. The City Hybrid, in fact, will run in EV mode all the way to 60kph if you are gentle on the throttle. Press down harder or deplete the small capacity battery and the 1.5 engine will kick in. It does this to give the electric motor a mechanical ‘push’, or to top up the batteries.

The manner in which the City Hybrid responds, however, feels distinctly CVT like; probably why Honda says it has an E-CVT, even though it clearly doesn’t have one. As you pull forward, there’s a fair amount of slur, engine speed and road speed seldom progress in full sync, and what also feels odd is that you have absolutely no idea what speed the engine is spinning at; the latter particularly odd for a Honda.

Despite having loads of torque on hand, the City Hybrid also doesn’t feel quick initially. It doesn’t quite explode off the line like a regular City, or even an EV, and the ramp up in performance is quite linear. Acceleration firms up after a bit of a delay and then it accelerates in false steps... which again, like a CVT, makes you feel like it is running through the gears.

Get past the initial slack and the torque delivery becomes much stronger, the tug when you put your foot down now feeling much more robust. You can feel the acceleration when you hit the throttle, and then, when you want a big dollop of power, the car feels like it has loads and loads of grunt. Don’t expect a direct correlation between the throttle position, rpm and performance though, it just isn’t there.

Post 120kph, Honda actually allows the engine to power the front wheels. This is done by closing a clutch and using a single gear ratio. And once the car reaches these speeds, an electric boost is only delivered occasionally, the car switching between the combustion engine and pure EV mode again when you lift off the throttle. What’s super impressive is that most of this switching between various sources of power happens almost seamlessly, and you are only aware of the changes due to the moving pictogram in the instrument panel.

While Honda claims a sub-10 second time from 0-100kph for the City Hybrid, the car doesn’t feel quite as quick off the line. It does accelerate increasingly harder at higher speeds, however, with a typical Honda-like snarl from under the hood, so it will be fascinating to see just how quick it is.

You can adjust regen levels in ‘B’ via paddles.

As with many hybrids, the Honda also comes with a ‘B’ mode on the gear lever. Select this and you can adjust regeneration levels via the paddles behind the steering wheel, and then driving for the most part in ‘one-pedal-mode’ is possible too.

It doesn’t quite come to a full stop smartly, but what you can do is combine this mode with the driver assistance systems. The automatic braking (ACC) works particularly well in moving traffic, lane-keeping assist can easily manage a few gentle corners (if the highway is well marked), and what’s nice is that I find it particularly easy and convenient to stick to a speed limit like 120kph on a fast and open highway, with the car doing most of the hard work. Have to pinch myself though, I can’t really believe this is a Honda City.

Performance is more linear than explosive.

The City Hybrid, with its lower ground clearance in Thailand, also feels more agile. The difference isn’t huge, but I can’t help but notice it feels tidier and more compact as I go quicker and quicker around corners. The City Hybrid will be raised for India, and, all things being equal, it will also ride better than this car. Not that the Hybrid in Thailand is uncomfortable over bumps. Far from it, with the extra weight of the battery in the rear, the ride is flatter and bump absorption on the Yokohama Earth Blue tyres is very good.

Honda has even done a good job with the brakes; not always easy on a hybrid. There is a fair amount of feel and connect when you are braking gently, even though the car is only using regeneration to slow down, and then, as you get harder on the brakes and start using the discs more, the transition is seamless and very natural.

Kitna Deti Hai?

Since the City Hybrid is all about fuel efficiency, we couldn’t resist recording an indicative figure.

The jump in real world fuel economy is huge; we did a tank-top to tank-top test.

Yes, conditions clearly are different in Thailand. Traffic patterns aren’t similar, the E20 petrol isn’t the same and then, with the City Hybrid often being pulled hard during our evaluation and testing, conditions are far from ideal. Still recording a real tank top to tank top figure proved to be something of an eye opener; the City Hybrid returned 20.3kpl over approximately 95km, pretty unreal. Expect an ARAI figure in India of at least 25-26kpl, making it easily the most efficient car of its size. And don’t be surprised if it proves to be more efficient in the real world, than even some of the most efficient hatchbacks, especially in slow start-stop traffic, where it basically runs like an EV.

What To Expect

The City Hybrid will be the first well-specified ‘mass market’ hybrid to go on sale in India, making it something of a technological trendsetter, a car many will look up to. Capable of delivering a big jump in fuel economy, it is both a green car and a fuel-saving device par excellence. Also, with the price of petrol inching towards Rs 120 a litre in some cities, Honda couldn’t have asked for a better time to introduce the City Hybird here. The car is comfortable, the performance is good, the ride is pliant and it drives and handles in a neat and confident manner. The biggest plus, however, is the huge jump in fuel efficiency, something owners who habitually run long distances are sure to appreciate. Then the fact that it is part EV should lend it plenty of green credentials and then there are the added driver safety systems and aids.

The cabin is very familiar, but you get an electric handbrake.

It will be expensive at an expected price of around Rs 19 lakh, though it still lacks a good central touchscreen and is missing features like connected tech, wireless charging, wireless Apple CarPlay (and Android Auto) and cooled seats. Still, if a comfortable, clean, efficient and technologically advanced sedan is what you are looking for, and you have a fair amount of flexibility when it comes to your budget, Honda’s City Hybrid delivers a unique set of strengths. Only thing is you’ll have to keep answering the question, ‘Kitna deti hai?’

The City has always been comfortable to be driven around in; no change here.

Why the city hybrid is so efficient

The City E:HEV combines two powerful electric motors with a 1.5-litre Atkinson Cycle 4-cylinder engine. One of the motors functions as a large pancake-type electric generator, while the other primarily does the work of the propulsion motor. The two are sandwiched together and attached to the end of the engine, where the gearbox normally sits. As the engine turns, it powers the generator that sends power to the battery at the rear. To increase levels of efficiency, Honda has ditched the transmission altogether, and even disconnects the engine from the wheels for the most part. A lock-up clutch is used when the engine has to provide direct drive at higher speeds.

The hybrid battery sits between the rear wheels.

What the car has also been programmed to do is keep the engine operating at its peak efficiency, somewhere around 2,000rpm. This is important because by the time the engine reaches 4,000rpm, it could be using twice as much fuel. Interestingly, 95 percent of the energy saved as electricity in a hybrid is re-deployed to the wheels. In contrast, even the more efficient petrol engines only manage 40 or 45 percent efficiency.

]]> Shapur Kotwal Shapur Kotwal Honda City Hybrid review, test drive Honda City Hybrid front action 246 140 246 140 1 Shapur Kotwal Honda City Hybrid review, test drive Honda City Hybrid rear 246 140 246 140 1 Tue, 12 Apr 2022 17:55:00 +1000 424069 Shapur Kotwal Autocar India staff photograher Wed, 13 Apr 2022 10:07:43 +1000 Honda delivers a tech overload on the City e:HEV, the first strong hybrid in its class. We get a taste of its super fuel efficiency in Bangkok. Honda delivers a tech overload on the City e:HEV, the first strong hybrid in its class. We get a taste of its super fuel efficiency in Bangkok. Tue, 12 Apr 2022 17:55:00 +1000 "honda city hybrid review, test drive" https://www.autocarindia.com/car-reviews/honda-city-hybrid-review-test-drive-424069#utm_source=feed&utm_medium=rss&utm_campaign=Autocar+India+Car+First+Drives+feed 424069 Volvo XC40 Recharge EV review: Small SUV, big punch

Closed-off grille, green number plate identify the Recharge

The four-wheeler EV market in India, thus far, has been growing at two opposite ends. Mass-market manufacturers have been bringing more affordable EVs to market, like the Rs 12-lakh Tata Tigor EV, while on the other side, you can now get a 761hp electric super-sedan that costs Rs 2.3 crore – the Porsche Taycan Turbo S.

In the middle of the spectrum, there’s been a gaping, Rs 70-odd-lakh void that’s only now being filled, first by the Mini Cooper SE – priced at Rs 47 lakh – and soon by this, the Volvo XC40 Recharge. But while the former is still very much a niche, lifestyle offering bought more for its looks and driving dynamics, the latter represents the first proper sub-one-crore electric luxury car.

This red paint shade will not be offered on the final car.

As such, it shoulders greater expectations of space, practicality, comfort, features and, most importantly, range. Can it meet all those requirements, and is that enough to make it your first luxury EV?

Volvo XC40 Recharge will be slightly different when it goes on sale

Before anything else, you should know that the car that goes on sale in July will be slightly different to the one you see here. Volvo India brought in these few right-hand-drive models to get the ball rolling, but as the launch was delayed, there have since been changes to the final Indian spec. In fact, the car even underwent a mild facelift in the meantime.

With 408hp, performance is very strong

For one, this attractive shade of Fusion Red will not be available, although five other colour options will. The facelifted version has more angular headlamps with a new iteration of the ‘Thor’s Hammer’ DRL, more aggressive looking bumpers, and an even more minimalist closed-off grille section. Meanwhile, inside, the leather upholstery you see here will be swapped for a more sustainable ‘leather-free’ option, and wireless Apple Carplay will be added to the infotainment system.

How is Volvo XC40 Recharge different from XC40 T4 petrol?

What sets it apart from the petrol XC40? Not a whole lot. It’s 15mm longer, which is only down to the bumpers; the battery pack means it has a slightly lower ground clearance of 175mm, the grille is blanked out, and in the location of the fuel filler cap is the charging port. The wheels are up from 18 to 19 inches as a differentiator, the boot is down from 460 to 419 litres, and the spare wheel also sits in the boot; but you now also get a 31-litre boot under the bonnet where the engine used to be. And, thanks to the heavy battery pack, it weighs a whopping 400kg more!

31-litre front boot where engine used to be.

The interior is largely the same, which is mostly a good thing, what with its minimalist look and high-quality construction. The all-black theme can feel a bit claustrophobic, and this is particularly true in the back seat, where the low-set and upright seat, though spacious enough, isn’t the most inviting. Seat cushioning all round is a bit firm, but the seats are designed to support your body almost perfectly.

2022 Volvo XC40 Recharge: features and technology

It's inherited the new infotainment and telematics systems from the facelifted XC60, and that means a sharper new set of digital dials, and the new Android-based infotainment system. While the latter is a slick interface with direct access to Google Maps and Assistant, and a number of apps from the Play Store with the help of an onboard e-SIM, it has its caveats.

Range optimiser alters AC, powertrain to let you go further.

For one, your phone has to be linked via a complex login system using the Volvo app and a Gmail account; there is no conventional, ‘plug and play’ Android Auto as in most cars, and, as mentioned, Apple Carplay will only come later. So for now, you can only link your phone via Bluetooth. Moreover, since it’s so reliant on connectivity, if the e-SIM is out of network coverage, it is effectively reduced to a radio, and your phone can’t provide data either. And while the interface works well for Google features like maps, music and connectivity, vehicle functions are reduced to a crowded background menu; the old system did this much better.

Seats a tad firm but hugely supportive.

Other standout features in the car are the panoramic sunroof (now with new touch controls), wireless mobile phone charging, a full suite of sensor-based ADAS tech affording Level 2 Autonomous driving, connected car tech, powered front seats with driver-side memory, and an excellent sounding Harman/Kardon audio system.

Volvo XC40 Recharge: battery, motors and range

Volvo hasn’t held back on the powertrain for the XC40 Recharge. The ‘Twin’, as this version is called, has two motors, one on each axle, producing a total of 408hp and 660Nm! For reference, that’s the same as the much larger Audi e-tron 55 Quattro. However, don’t be fooled by its outright dimensions, as this compact Volvo weighs in at a hefty 2,188kg, which is about as much as a Jaguar I-Pace, and it results in a claimed 0-100kph time of 4.9sec.

'Twin' denotes dual motors and AWD.

The cause of most of that weight is the 78kWh-unit battery, which is not quite as large as what you get in the bigger SUVs that are around 90kWh, but its claimed range of 418km on the WLTP cycle, much like the car’s power and torque outputs, sure is comparable to the big boys. In our roughly 200km of driving, most of it on the highway (and with some enthusiastic bursts of acceleration), we extrapolated a total range of about 300km on the full charge.

It’s capable of 150kW DC fast charging, and should we ever have these in India, it will do 10-80 percent in 33 minutes flat. On a more accessible 50kW fast charger, Volvo says it was able to charge to 100 percent in about 2.5 hours.

Volvo XC40 Recharge: driving and performance

Like every modern Volvo, the key is now a rectangular fob that you keep in your pocket (in fact, the car comes with three of them), but now you don’t even have to push a button to start the car; you simply push the lever into Drive and the vehicle comes to life. It takes some getting used to but works surprisingly well, and if you’re concerned about the safety implications of this, know that it only works if someone is sat in the driver’s seat, thanks to a sensor. The moment the seat is vacated, the car turns off; which is a bit annoying if you leave your passengers for a few minutes, as the AC switches off too.

Suspension firmed up to compensate for weight.

Still, once you’re on the move, it feels very much like the petrol XC40 T4 at first. There’s a creep mode, which is a good sign for an EV, and responses to light throttle inputs are correspondingly gentle. You should know right at the outset that there are no conventional drive modes (save for an Offroad mode for low-traction situations), and also no way to control the degree of lift-off power recuperation. Instead, a few sub-menus into the touchscreen is the option of a ‘one-pedal driving’ mode. Activating this on the move immediately hauls you to a stop if your foot isn’t on the accelerator, as the regenerative braking is extremely strong. It takes a lot of getting used to, but it could be quite helpful around town if you like it.

Driver aids buried in sub-menu of touchscreen.

All that aside, the moment you stomp down a bit harder on the accelerator, the XC40 Recharge Twin leaps forward vigorously. It sheds its weight and rockets ahead, to the point that you have to dial things back in order to maintain a respectable pace. On our trip from New Delhi to Neemrana Fort in Rajasthan, overtaking trucks on the highway required only restrained flexes of the right foot. The performance can be addictive, particularly given the small footprint it’s packed into, and flooring it all the way will pin you back into your seat, at an almost sportscar level.

Volvo XC40 Recharge: ride comfort and handling

To compensate for the added weight, Volvo has clearly had to stiffen up the suspension, and that’s immediately apparent the moment you go over a rough patch of road. You and your passengers will be rocked from side to side, and the larger 19-inch wheels do give it a firmer edge over sharp bumps, although this isn’t too bad.

Bigger 19-inch wheels add style and a firm edge.

The upshot is an incredibly planted ride out on the highway. There’s almost no pitch or movement over undulations, and should you encounter a pothole at speed, it will simply smother it out of existence.

The steering is that typically light, yet fluid, affair we are used to from Volvos, particularly the XC40. It feels incredibly rewarding to use at low speeds, and while not the quickest, there is a great sense of communication from the road. Helpful this time is a mode to add more steering weight (again buried in a touchscreen menu), which we do recommend for highway use.

Stays composed at speed, ironing out bumps.

The added suspension stiffness and lowered centre of gravity thanks to the underfloor battery pack means the Recharge is a tidier handler than the XC40 petrol. The quick-acting electric AWD system means it’s also really good at putting its power down coming out of a corner, and lets you carry more speed with confidence. Still, this is not the sharpest handling SUV out there, and save for a few occasional thrills, is one you’d prefer driving at a relaxed pace.

Volvo XC40 Recharge expected price and verdict

We don’t have a price just yet, but we estimate the Volvo XC40 Recharge to fall in the Rs 60 lakh-65 lakh range (ex-showroom), which is something we feel buyers of such a car will be more than willing to pay; the next car up costs a crore, after all.

XC40 Recharge the only compact luxury SUV for now.

EVs are best suited to the city, and this is where the XC40’s compact dimensions work to its advantage. What might not work to its advantage is the fact it looks like a Volvo XC40, which is to say handsome but nondescript; many EV buyers like a bit more flash to show off what they’ve bought. Maybe the C40 Recharge Coupe should be next on the cards!

Still, the XC40 Recharge has this end of the market to itself for the foreseeable future, as while the rest of the luxury brands have started their EV journey at the top end, working their way down, Volvo started at the bottom of its range. If this segment monopoly continues for a while, and Volvo can match demand with supply, it could be the Swedish brand’s ticket to move up the luxury ranks and establish itself as the go-to EV maker for Indian luxury car buyers.

]]> Gavin D'Souza Gavin D'Souza Volvo XC40 Recharge EV review: Small SUV, big punch Closed-off grille, green number plate identify the Recharge 246 140 246 140 1 Gavin D'Souza Volvo XC40 Recharge EV review: Small SUV, big punch Styling largely unchanged from ICE version 246 140 246 140 1 Gavin D'Souza Volvo XC40 Recharge EV review: Small SUV, big punch Interior is high quality but a bit bland 246 140 246 140 1 Gavin D'Souza Volvo XC40 Recharge EV review: Small SUV, big punch Rear seat spacious but set low and upright 246 140 246 140 1 Wed, 6 Apr 2022 10:00:00 +1000 424032 Gavin D'Souza Autocar India staff photograher Wed, 6 Apr 2022 12:41:33 +1000 With a compact footprint, sportscar specs and great range, this could just be the EV many were waiting for. With a compact footprint, sportscar specs and great range, this could just be the EV many were waiting for. Wed, 6 Apr 2022 10:00:00 +1000 "volvo xc40 recharge ev review: small suv, big punch" https://www.autocarindia.com/car-reviews/volvo-xc40-recharge-ev-review-small-suv-big-punch-424032#utm_source=feed&utm_medium=rss&utm_campaign=Autocar+India+Car+First+Drives+feed 424032 Mini Cooper SE review, test drive 2022 Mini Cooper SE front

What we have here is a rather special electric car from the house of the iconic British brand, Mini. Christened ‘Cooper SE’, it comes with the promise of sporty performance and Mini’s legendary go-kart-like driving manners. We drive around the heart of Mumbai to know what Mini’s first all-electric hatchback is all about.

What is it like to drive?

Mini has delegated a 32.6kWh battery pack (28.9kWh net capacity) to power its electric motor which puts out 184hp and 270Nm of torque, 8hp and 10Nm lesser than the internal combustion engine (ICE) Cooper S. The instantaneous responses from its electric motors in the real world, however, more than make up for its performance deficit on paper. There isn’t a multi-speed gearbox nor is there any turbo lag to tackle, and, as a result, when you want sudden bursts of acceleration, the Cooper SE zips ahead with all the motor’s ready torque transmitting to its front wheels. Adding drama to its fuss-free acceleration is a hint of torque steer and some tyre chirping under hard acceleration, before the ESP regulates wheelspin.

There is a Green+ mode to enhance the range, however, it turns off climate control, hence it isn’t a setting owners are likely to dial. The Sport mode makes the accelerator a tad sharper, compared to the Mid and Green modes, which feel reasonably quick on their own. The absence of a growling intake and a booming exhaust doesn’t captivate your aural senses like its ICE version, but the Cooper SE’s ability to whizz past traffic in complete silence is a very unique experience, lending the child-like Mini a mature, serene approach.

Offers two regeneration levels; both allow one-pedal driving.

And each time you decelerate, its battery converts some of the kinetic energy into electrical energy and recharges its battery. There are two levels of regenerative braking to speak of – retardation in the first level feels natural and it’ll shed speed gradually; the second level is very aggressive and the reduction in speed feels similar to strong braking. Both modes allow for one-pedal driving, wherein the car will even come to a complete halt without the need to depress its brake pedal.

The Cooper SE is derived from BMW’s UKL platform, which also underpins its ICE siblings. The electric version gains 145 kilograms compared to the 3-door Cooper S hatchback on account of its heavy T-shaped battery which is placed beneath the cabin. Its weight balance now shifts towards the rear, because its electric motor is actually lighter than the combustion engine. The placement of the battery further reduces the Mini’s center of gravity (CG) by 30mm; so this shift in weight balance and a lower CG have made it even more chuckable than the already go-kart-like ICE Cooper S.

The quick ratio steering is one of the most direct and communicative electric power steering units out there which allows you to precise control, and this car pivots around its axis with the finesse of a ballerina. The 17-inch wheels do a better job of bump absorption than the Cooper S JCW riding on low-profile 18-inchers, and it doesn’t feel as skittish as the JCW over mid-corner bumps either. That said, its short-travel suspension is properly stiff and the car will crash through broken roads and potholes. On account of its short wheelbase and stiff set-up, it’ll cross most speed breakers without scraping its underbelly, and what’s reassuring is the fact that Mini has raised the ride height by 18mm and the battery pack is protected by a solid base plate to save it from any untoward incident.

A 25kW DC fast charger tops up its battery from 0-80 percent in about an hour.

On a full charge, this 28.9kWh battery will lend a drive range of around 160-180km. And that’s actually a shame because this Mini is such a hoot to drive that you’ll yearn to drive it up to your favorite hilly sections, and explore great twisty roads. Using a 3-pin home charger, will slow charge the Mini’s battery in a snail-like 15 hours. Opting for 11kW wall box makes a huge difference to charging times, and in just two-and-a-half-hours you can replenish 80 percent of the battery, with the remaining 20 percent taking an hour more. It also supports 50kW DC fast charging which takes around 36 minutes to charge the battery from 0-80 percent.

What is it like outside?

There’s little to tell the Cooper SE apart from the internal combustion engine (ICE) version; the design is unmistakably Mini, and that’s no bad thing. The closed-off grille-area and the vertical air-inlets on the front bumper along with the green number plates give its identity away. Unique to the Cooper SE are yellow ‘S’ badges on the front grille area, fenders and boot; it also gets yellow outside mirror housings, a yellow lip for the alloys as well as an Electric logo on the boot. The funky-looking 17-inch alloys are inspired by a typical British three-pin wall socket. At the rear it retains the Union Jack tail-lamps and a roof spoiler, and the bumper is cleaned up in the absence of muffler tips.

Design for the 17-inch alloys are inspired by a typical British three-pin wall socket.

What is it like inside?

Like its exteriors, its interiors are all too familiar with high quality bits in funky designs and shapes. The front seats are fantastically sculpted, however, those with healthier body frames will find the seat bolstering a bit excessive. Its low seating goes well with its sporty persona, and visibility due to its upright windscreens and low window line, is excellent. The digital readout for the speedo and the level of charge reading are straightforward, and even the information imparted on the infotainment screen is limited, thus leaving geeky owners longing for more EV-related data. The rear seat is best left unused due to the lack of room for adults, however, folding it down liberates a cavernous 731-litre cargo area that’ll be handy during airport runs.

Funky designs and shapes add character to the Mini’s high quality cabin.

Should I buy one?

The 3-door Mini Cooper SE isn’t a car targeted towards the masses; with two doors, limited cabin space and limited battery range, it is quite impractical as a primary, family car and most will scoff at the idea of spending Rs 47.20 lakh ex-showroom on this electric hatchback even if it flaunts the iconic ‘Mini’ badge. But affluent individuals, with multiple car garages, looking for a compact electric runabout are likely to gravitate to the chic Cooper SE’s proposition.

You’ll yearn to drive it on your favourite twisty roads, but its 160-180km range is a bit restrictive.

This all electric Mini sports the right attitude, its oozing with individuality, and it retains the legendary go-kart like driving dynamics. In addition, it also boasts of green credentials and zero tailpipe emissions. With just 160-180km of driving range from its small battery, the Cooper SE will be limited to the city, but its beauty lies in its ability to infuse excitement into mundane commutes, leaving owners grinning ear-to-ear at the sight of every corner. It certainly isn’t perfect, but for the sheer thrills it delivers, and as a secondary car, the Mini Cooper SE deserves a serious consideration.

]]> Saumil Shah Saumil Shah Mini Cooper SE review, test drive 2022 Mini Cooper SE front 246 140 246 140 1 Tue, 5 Apr 2022 08:00:00 +1000 424021 Saumil Shah Autocar India staff photograher Tue, 5 Apr 2022 08:03:07 +1000 Iconic, fun-to-drive hatchback now with green credentials. Iconic, fun-to-drive hatchback now with green credentials. Tue, 5 Apr 2022 08:00:00 +1000 "mini" "cooper" "se" "first" "drive" "review" https://www.autocarindia.com/car-reviews/mini-cooper-se-review-test-drive-424021#utm_source=feed&utm_medium=rss&utm_campaign=Autocar+India+Car+First+Drives+feed 424021 2022 Porsche Macan facelift review: Change is constant Porsche Macan front quarter