Car Reviews

Subterms

    Latest story

    150 Shares156 Views

    Mahindra XEV 9e First Drive Review – Mid-Size SUV With Bonkers Performance!

    by

    Mahindra XEV 9e First Drive ReviewWith 286 PS of peak power and 380 Nm of peak torque and RWD architecture, Mahindra XEV 9e offers unmatched performance among mid-size SUVs
    At their Unlimit India event held in Chennai, Mahindra launched two new Electric Origin SUVs. Called BE 6e and XEV 9e, these electric SUVs are poised to revolutionise the Indian automotive market and make a much bigger splash in many global markets than Mahindra did before. Being the bigger of the two, XEV 9e holds more potential to appeal to more premium buyers who need a style statement and performance to match.
    The proposition of an XEV 9e is very straightforward. Currently, it is a one-of-a-kind offering with no real competition until Tata Harrier EV and Safari EV arrive. XEV 9e doesn’t follow the generic FWD monocoque high-riding SUV formula but offers RWD excitement. Mahindra provided Rushlane with an XEV 9e at the ‘Unlimit India’ event for a first-drive review. After driving it in the city, on the highway and on Mahindra’s curated tracks at MSPT (Mahindra SUV Proving Tracks), here’s what we think about this SUV.
    Mahindra XEV 9e First Drive Review
    Starting with the price, Mahindra XEV 9e base Pack 1 costs Rs 21.9 lakh (Ex-sh) and it is a mid-size electric SUV. Mahindra provided us with top-spec trim in Desert Myst and Tango Red shades. Of all the colours, I think Stealth Black looks the best on XEV 9e, highlighting its sporty credentials and sophisticated personality. If the smaller BE 6e is inspired by a fighter jet, XEV 9e is inspired by a private jet with more sophistication.
    We can see that in its exterior design. XEV 9e doesn’t look wild like BE 6e does. There’s grace in its design, that establishes a commanding road presence. We get a closed-off grill at the front, flanked by vertically arranged LED projector headlights accompanied by and commanding connected LED DRLs. There’s no aerodynamic front spoiler on XEV 9e like there was on BE 6e. Muscular creases on bonnet define car’s personality further.
    Mahindra XEV 9e
    At the sides, we can see the lovely coupe profile with sloping roofline merging in a flat end. Mahindra has given XEV 9e the same ORVMs as XUV700. Front door handle is flush and pop-out type, while rear door handle is nothing fancy, but positioned at the pillar. Chunky body claddings painted in gloss black along with chrome window belt line highlight the sporty character. Wheels are massive and could go up to 20-inches in size.
    Mahindra XEV 9e
    At the rear, we can see the illuminated Electric Origin SUV logo, a conventional (relatively) roof spoiler, a shark fin antenna, connected LED tail lights and a sporty bumper painted in gloss black with a chrome strip. Rear tailgate is electrically operated and front bonnet is hydraulically assisted to reveal a sizeable frunk (front trunk). Putting numbers on XEV 9e’s size, it measures 4,790 mm in length, 1,905 mm in width, 1,690 mm in width and has a 2,775 mm long wheelbase. Trunk space is 663L and frunk space is 150L.
    Mahindra XEV 9e Frunk
    Business-Class Interiors
    While BE 6e’s interiors looked like a fighter jet, XEV 9e’s interiors were less sporty and more sophisticated looking. Like that of a business-class jet. If you look closely, you will realise that XEV 9e’s interiors are very closely related to the interiors of an XUV700 under the skin, which is not a bad thing. Here, Mahindra has given new soft-touch finishes and touches to make it appear more premium and sophisticated, which it does.
    Steering wheel is unique to XEV 9e and is not the same unit as seen in BE 6e. While the shape is unique, its functionalities match that of BE 6e. There are tactile buttons and toggles along with dedicated + and – toggles for regen control. Centre console on XEV 9e is reminiscent of XUV700, except for the new and fancier gear selector. The main difference is the unmistakable and attention-grabbing triple 10.2-inch screen layout.
    Mahindra XEV 9e Dashboard
    Mahindra calls it 110 cm wide Cinemascope setup. These displays are crisp in resolution and are run by 6th Gen Adrenox UI and MAIA (Mahindra Artificial Intelligence Architecture) powered by Qualcomm SnapDragon chipset. Centre infotainment screen supports wireless Android Auto and Apple CarPlay while instrument screen for driver shows a host of information including a large-format navigation module and blind-spot assistance module when turn indicators are activated.
    Mahindra XEV 9e Interior Camera
    Presence of a third screen is the most interesting aspect in this entire setup and it aims to offer a dedicated display for front passengers. This screen is capable of streaming videos and even video calls with the built-in camera inside XEV 9e. Mahindra calls this camera EyeDentity and it is primarily used to monitor driver fatigue and send alerts. For rear passengers, there is no dedicated entertainment package.
    Mahindra XEV 9e Interiors
    However, Mahindra does offer a docking facility for tablets behind the front seats as a BYOD (Bring Your Own Device) approach. When docked, the rear devices can be synced to car’s UI and get a unified experience. Dedicated entertainment package would have been nice, but we can appreciate Mahindra’s efforts to achieve price-wise competitiveness. Driver seat is powered and has a memory function with buttons elegantly placed on door. Seats are large and accommodating, but they’re sporty and bolster your body in place like BE 6e’s seats do.
    Mahindra XEV 9e Interiors
    Rear seat occupants get a lot of space as the wheelbase is 2,770 mm long. Seats here recline for added comfort and there is genuine support for optimum comfort. Floor is flat and we even have Boss Mode for the rear master seat. Boss Mode adjustments are manual, though, and not electric. We felt like the headroom was sufficient too, for a car with a sloping Coupe roofline. There are three individual headrests and a centre armrest along with fast-charging capable Type-C ports, a manual sun shade and a wireless charging pad.
    Mahindra XEV 9e Interiors
    When we’re talking about a Mahindra, there won’t be a deficit of features. XEV 9e is Mahindra’s flagship Electric Origin SUV and the features list goes on and on. Notable features are 360-degree camera, NFC key card, driverless self-parking feature, remote parking, ventilated front seats, cooled glovebox, LED interior lighting, multi-zone automatic climate control, auto-dimming IRVM, air purifier with PM 2.5 air filter, 1400W 16-speaker Harman Kardon setup with Dolby Atmos, tuned by music industry stalwarts like A R Rehman, slidable sun blinds with vanity mirrors and lights, among others.
    Mahindra XEV 9e Interiors
    The Harman Kardon system had excellent sound output, but very heavy on base, overpowering the mids. Nothing you can’t fix in equalizer. XEV 9e also features an Infinity Roof (a fixed glass roof) with a powered sunblind which is synced with the car’s 16 million colour ambient lighting. Mahindra’s new VisionX HUD system shows vital information like navigation, ADAS-related infographics, vehicle speed, traffic sign recognition data, cruise control data and music.
    Mahindra XEV 9e Interiors
    Exhilarating Performance & Plush Ride
    Mahindra XEV 9e is now a benchmark in performance within the mid-size SUV segment. There is nothing out there to match XEV 9e in outright performance in any sense of the imagination. That is courtesy of a large battery pack that goes up till 79 kWh in capacity. This large battery powers an electric motor with 285 PS of peak power and 380 Nm of peak torque ensures instantaneous acceleration sprinting to 100 km/h from standstill in just 6.8 seconds and has a top speed of 202 km/h.
    Mahindra XEV 9e Boot
    This electric motor is positioned at the rear for best driving feel. No generic FWD nonsense here, thanks to the born electric INGLO platform where Mahindra engineers seem to have had complete freedom. Because of the motor at the rear, there’s no torque steering and it feels like a proper SUV. The heavy batteries ensure a low centre of gravity and a supple ride. As demonstrated by the ‘Great Indian Wine Glass Challenge’ by Mahindra, XEV 9e has an incredibly cushy ride that almost feels like you’re driving on a magic carpet.
    Mahindra XEV 9e
    That’s thanks to rear independent suspension along with semi-active dampers, first-in-segment. XEV 9e has a noticeably more comfortable ride quality than BE 6e, which is set up at a sportier setting. This means body roll is very evident on XEV 9e, something which is not in BE 6e’s equation. XEV 9e handles Indian roads like a champ. It absorbs bumps, potholes and bad patches very effortlessly. It is an incredible feat considering XEV 9e can be specced up with up to 20-inch alloy wheels.
    Mahindra XEV 9e
    Braking setup consists of all-wheel disc brakes along with Mahindra’s new Brake-by-Wire technology for lowest reaction time. Result of all this is excellent stopping power from XEV 9e with good initial bite and progression. Mahindra quotes a range of up to 656 km on a single charge (ARAI Certified) and even quotes a 780 km figure from an in-house test. In real life, Mahindra promises the XEV 9e will do 500+ km on a single charge with AC on.
    Mahindra XEV 9e
    XEV 9e has three driving modes – Range, Everyday and Race, altering performance, feedback and even top speed. For example, top speed maxes out at 162 km/h in Everyday Mode and can reach 202 km/h in Race Mode. There’s adjustable regen modes that even allow for one pedal driving, which rival brands are yet to implement. Because of the variable gear ratios in steering, turning radius of XEV 9e was impressive as well, considering its size. DC fast charging is supported and can go up to 175kW quoting 20% to 80% in 20 minutes, if you can find a 175 kW charger in India. There’s unlimited battery warranty too, but only for the first owner.
    Safety-wise, there is no reason for concerns as the badge on this vehicle says Mahindra. XEV 9e comes equipped with up to 7 airbags and is highly likely to score a stellar 5 star crash safety rating at any of the NCAP agencies across the world. There’s a Level 2+ ADAS suite with 5 radars and 1 camera, acting as a guardian angel, protecting the occupants. Mahindra also demonstrated the structural integrity of INGLO platform batteries by performing crush test, immersion test, fire test and even a drop test.
    Mahindra XEV 9e
    Some Reservations and Conclusion
    1. Just like on BE 6e, XEV 9e’s HUD goes out of sight when you take the seat height all the way down to a sporty feel.2. The tiny rear windscreen situation in XEV 9e is even worse than BE 6e as this vehicle has a centre headrest for 2nd row bench.3. We wished the doors went over the running boards to prevent soiling of the occupant’s clothes during ingress and egress.4. There’s a missed opportunity here as Mahindra could have made it a compelling 2nd-row vehicle by offering features like electrically operated Boss Mode, rear seat ventilation among others.5. The third display on the dashboard can stream videos which could prove a distraction for driver. Mahindra could have implemented a dimming function when viewing from a certain angle to prevent driver distractions. This tech is more than a decade old already.
    Mahindra XEV 9e
    Concluding Mahindra XEV 9e review is slightly trickier, only because the BE 6e exists. XEV 9e aims to be a more sophisticated and larger offering than BE 6e with a much larger boot and frunk. The premium quotient is higher on XEV 9e, no doubt. But for owner/drivers, BE 6e appears as a far more exciting alternative as it packs a sporty edge. We say this because Mahindra could have worked more on curating rear-seat experience for it to be a chauffeur-driven vehicle.
    XEV 9e emerges as a status symbol that sets it apart from other mid-size SUVs out there, while costing more or less the same OTR. At the same time, it offers unmatched performance and an exciting package. If you’re not smitten by BE 6e or find BE 6e’s design polarising, you should go right ahead and buy the XEV 9e. Because there’s nothing like it in the mid-size SUV segment with similar overall packaging. More

    More stories

    • 150 Shares93 Views

      in Electric Cars

      Mahindra BE 6e First Drive Review – Putting ‘Sports’ Back In SUV

      by

      Mahindra BE 6e First Drive ReviewWith BE 6e, Mahindra is offering a RWD high-performance electric SUV that looks like it was spawned out of a cyberpunk world
      Indian automotive market has always favoured budget mass-market offerings. With changing times, there is a shift in buying trends. Mahindra has sensed this perfectly and has formulated BE 6e with everything they have. 95% of vehicles launched in the mainstream market with an SUV tag follow a generic formula of being high-riding monocoque FWD offerings with little to no feeling of being sporty or an SUV.
      That’s changed with the launch of BE 6e as Mahindra is putting ‘Sports’ back in SUV. The company launched it at their Unlimit India event held in Chennai on 26th November 2024. Mahindra provided Rushlane with a BE 6e at Unlimit India event in Chennai for a first-drive review. After driving it in the city, highway and curated tracks at MSPT (Mahindra SUV Proving Track), here’s what we think about BE 6e.
      Mahindra BE 6e First Drive Review
      What is an SUV? Definition stands for Sports Utility Vehicle. If a vehicle is sporty to drive with large engines and good performance and provides utility with space and all-terrain capabilities, it is termed an SUV. In recent times, any vehicle with high ground clearance and body cladding has been slapped with an SUV tag even though they’re just jacked-up FWD normal vehicles.
      Mahindra is taking a great initiative for buyers who crave a proper SUV in traditional terms. Starting at Rs 18.9 lakh (Ex-sh), Mahindra is offering quite a lot with BE 6e. For enthusiasts, this is now the most affordable vehicle that is high on performance and is not just a jacked-up FWD hatchback. For that reason alone, Mahindra BE 6e is now my default recommendation. I hope more OEMs also ditch the generic FWD high-riding hatchback formula. It is high time.
      Mahindra BE 6e Exteriors
      At the launch, I gravitated more towards XEV 9e than BE 6e as I thought it was a more rounded and mature product. The more time I spent with BE 6e, the more it grew on me and I started to appreciate just how much thought and excitement Mahindra has put into this vehicle. Overall looks are slightly polarizing, but I loved it more than I thought I would. If Mahindra offered frameless doors with BE 6e, it would have sealed the deal for me.
      On the outside, it looks like a certain high-end cutting-edge Italian sports SUV. Especially in the Firestorm Orange shade, Mahindra provided Rushlane. It looks like nothing else on sale in India, which is a good thing to establish a unique and lasting identity. BE 6e is a wordplay for ‘Be Sexy’, denoting that this vehicle might be a means for individuals to flaunt their style and taste to the world and BE 6e delivers in that regard.
      Mahindra BE 6e Exteriors
      BE 6e is defined by a strong silhouette with a sloping roofline. It looks like it is the definition of ‘Wild’ in automotive sense. Massive C-shaped LED DRLs and matching LED tail light signature, LED headlights, LED fog lights, painted chunky body claddings and split roof spoiler are notable elements. Massive 20-inch alloy wheels wrapped with 245-section rubber were another delight that we never saw in the mainstream SUVs around 4.3m in length. Front doors get flush handles that also pop out, while rear gets door handles on pillars. The aerodynamic spoiler on the bonnet is a very cool feature too.
      Mahindra BE 6e Exteriors
      Pictures don’t justify just how wide BE 6e is in real life as it is wider than 1900 mm and has a 207 mm ground clearance. Mahindra’s exterior lighting elements can also sync in tune with music like Tesla’s Celebration Mode. Charging port is on the left rear quarter panel, which should have been at the front centre or rear centre, in my opinion. BE 6e comes with a new key fob that we have never seen with any other Mahindra vehicle before and it comes with a remote parking feature too.
      Mahindra BE 6e Dashboard
      Just like the outsides, BE 6e’s interiors look like it is out of this world. Mahindra calls it Race-Ready Cockpit and it has a pronounced split, lending a cockpit-like feel. Initially, we thought this split could cause some hampers in the in-cabin experience to what we are used to. But it doesn’t. BE 6e doesn’t have a transmission tunnel, liberating space for storage below the floating centre console. This centre console is special as it has a new touch-based start-stop button, a thruster-like gear selector and a dedicated magnetic slot for key fob.
      There’s also an i-Drive-like dial to control infotainment screen along with a centre armrest with a storage box beneath. Driver’s seat is powered and it gets memory function along with adjustable lumbar support. The main highlight of BE 6e’s seats is that they are sportscar-like and hug the occupant tightly while looking futuristic and offering excellent cushioning and support. The panel containing switches on the roof are of toggle type too, contributing to aircraft theme that Mahindra is going for in BE 6e.
      Mahindra BE 6e Interiors
      Steering wheel on BE 6e is an all-new quadrilateral one wrapped with leather and padded to perfection. It has tactile buttons and even toggles for regen control. Horn pads are easily accessible with either palm, which is how it should be in all cars. Driver’s seat can go very low and the dashboard is long, lending a sportscar vibe. Also sportscar-like are straps replacing interior door handles. Mahindra has given generous soft-touch materials on the dashboard and door pads for a plush feeling.
      Features include NFC key card, 360-degree camera, twin wireless charging pads, ventilated front seats, cooled glovebox, LED interior lighting, automatic climate control, auto-dimming IRVMs, PM 2.5 air filter, slidable sun blinds with vanity mirrors and lights, among others. Dashboard has twin free-standing 10.25-inch screens that are crisp in resolution and bright enough in all lighting conditions. There’s wireless Android Auto and Apple CarPlay too. The infotainment system is coupled with a banging 1400W 16-speaker Harman Kardon setup with Dolby Atmos, tuned by music industry stalwarts like A R Rehman and others.
      Mahindra BE 6e Interiors
      First for any Mahindra car on sale ever, BE 6e features an Infinity Roof, a fixed glass roof, with a powered sunblind. This glass roof is also synced with car’s 16 million colour ambient lighting. Another first for any Mahindra PV is a built-in camera on the inside called EyeDentity. It tracks driver fatigue, but Mahindra lets you use it to take selfies and do video calls too. Behind instrument cluster, there is Mahindra’s new VisionX HUD system that shows vital information like navigation, ADAS-related infographics, vehicle speed, traffic sign recognition data, cruise control data and music. MAIA (Mahindra Artificial Intelligence Architecture) acts as the brain for 6th Gen Adrenox software powered by Qualcomm’s SnapDragon chipset for a plethora of features.
      Mahindra BE 6e Interiors
      Even though BE 6e is all about the driver’s seat, rear seats and luggage carrying capacity have not been compromised. There’s more than enough space for rear seat occupants owing to the long 2,775 mm wheelbase and they get amenities like a centre armrest, rear AC vents, Type-C charging ports and others. Luggage carrying capacity is 455L on BE 6e and it is very accommodating with thoughtful touches like 12V socket multiple lights and there’s even a space-saver spare wheel underneath.
      Mahindra BE 6e Interiors
      Performance and Dynamics
      While Mahindra BE 6e is loaded to the brim with features, performance and dynamics are by far the juiciest attributes of BE 6e. At least for me. That’s because BE 6e drives like a big cat. Precise, nimble and agile while carrying a lot of speed with excellent response. All this is thanks to BE 6e’s new underpinnings. Debuting Mahindra’s new INGLO platform, BE 6e comes with either a 59 kWh or 79 kWh battery pack option.
      79 kWh battery, coupled with the higher-spec 286 bhp electric motor with 380 Nm of instantaneous torque is what we drove. Also, this is the combination you need to feel like you own a sportscar. Yeah. We are concluding BE 6e is a sportscar for the masses and there’s a good reason for that. For starters, BE 6e sprints from a standstill to 100 km/h in just 6.7s and hits an electronically limited top speed of 202 km/h.
      Mahindra BE 6e Boot
      Because it is RWD with a motor at the back, there is no torque steering and the weight distribution while accelerating provides a lot of traction for rear wheels. Hence the performance of BE 6e doesn’t feel scary, which is a weird statement to make for a vehicle that goes from 0-100 km/h in 6.7s. The second part of sportscar relevance comes from BE 6e’s drive and dynamics. Because of the heavy batteries, centre of gravity is low and it lends incredible dynamics. It darts around corners like nobody’s business, yet stays compliant around bumps and potholes and even pull off what Mahindra called ‘Great Indian Wine Glass Challenge’.
      That’s because Mahindra has given Be 6e independent front and rear suspension with semi-active dampers that optimise the suspension setup to be sporty and plush whenever needed. The ride quality is beyond impressive, especially considering that the unit we had was riding on 20-inch wheels wrapped with low-profile tyres. Braking was sure-footed too, with all four disc brakes lending great bite and progression. Mahindra’s new Brake-By-Wire technology does its thing.
      Mahindra BE 6e Exteriors
      There are three driving modes – Range, Everyday and Race. Performance and top speed vary with selected drive mode. Good thing is that there is ample oomph even in Range Mode and the adjustable regen further allows driver to fine-tune their vehicle according to their preferences. Mahindra has implemented variable gear ratios in steering geometry that allow BE 6e to have a turning radius of under 10m, which translates to real world, allowing for tight U-turns and other manoeuvres. The 79 kWh battery pack our unit had, is rated to cover up to 682 km on a single charge, as certified by ARAI. Mahindra’s in-house testing quotes higher figures of 828 km on a single charge in favourable conditions. Mahindra promises a minimum of 500+ km on a single charge with AC on in metro cities, allowing users to charge their car once a week.
      Speaking of charging, Mahindra BE 6e is capable of DC fast charging up to 175 kW. If you can find a charging station of that calibre in India, that is. If you do, Mahindra is promising 20% to 80% SOC in just 20 minutes and the AC charging is either through a 7.2 kW or 11.2 kW charger. Both of which have to be bought separately. Mahindra is also offering a lifetime warranty for battery pack for initial buyers and it is not transferable to a second owner.
      Mahindra BE 6e Dynamic
      Where safety is concerned, Mahindra has had an excellent track record for offering safe and crashworthy vehicles. The company even demonstrated a live crash test at MSPT, Chennai. There are up to 7 airbags along with all the expected active and passive safety features. There’s Level-2+ ADAS suite with BE 6e with 5 radars and 1 camera system. Mahindra also demonstrated the structural strength and integrity of battery with a crush test, immersion test, vibration test and fire test.
      Some Reservations and Conclusion
      Even though there were no deal breakers or real issues to address, Mahindra BE 6e gave us a few opportunities to nitpick.
      1. Because it is a sporty vehicle, one would be tempted to get the seat height to lowest position. Rightfully so. But doing that will result in HUD feed going out of sight, even for a 182 cm tall individual like myself.2. For a vehicle that has replaced interior door handles with straps to save on weight and lend sportscar vibes, it has a glass roof, which is significantly heavier than spot-welding a sheet of metal.3. The IRVM is frameless and is auto-dimming. But the only thing it will show you, is rear occupant’s faces. That’s because of how small the rear windshield is. ORVMs are your only option to see what’s behind.4. There were a few rough edges inside the vehicle along with many uneven panel gaps, which we hope are not carried over to production-spec units sold to the public.5. I wished the doors went on top of car’s running boards to prevent soiling of occupant’s clothes during ingress and egress.6. We also encountered a few rattles on the inside, which we hope is not the case with production units sold to public.
      Mahindra BE 6e Dynamic
      Concluding the Mahindra BE 6e is one of the easiest things to do. In BE 6e, we finally get a RWD fun vehicle that looks unique and drives exceptionally well, appealing to enthusiasts. For conventional buyers, it offers an exceptional range and a lot of tech and features to keep occupants entertained across the journey. If you are looking to buy an electric SUV and don’t mind the radical design, we would recommend you to just go ahead and buy it. If you are looking to buy a luxury car with similar performance metrics, shortlisting and considering a BE 6e is highly recommended too. BE 6e could easily be one of India’s landmark vehicles that redefined country’s automotive landscape. More

    • 138 Shares119 Views

      in Electric Cars

      BYD eMAX7 First Drive Review – Only MPV With Electrifying Performance!

      by

      New BYD eMAX7 First Drive ReviewPowering a 201 bhp and 310 Nm electric motor, we have a 71.8 kWh battery on BYD eMAX7 and is capable of sprinting from 0-100 km/h in 8.6s
      There is something about people movers that has captivated many of the Asian markets, making them a popular car genre. India is no different. We have a love affair with MPVs as they appeal to large families. However, there has been just one electric MPV in India which has undergone a massive overhaul recently.
      We’re talking about BYD eMAX7, the spiritual successor of e6 electric MPV. BYD has significantly increased the appeal of this electric MPV by a massive design overhaul and updated interiors to modernize it. We drove the eMAX7 in Chennai as part of national media drive arranged by BYD India and here is what we think about the latest iteration of this electric MPV.
      [embedded content]
      BYD eMAX7 First Drive Review
      As part of the national media drive hosted by BYD India, the company provided Rushlane with a top-spec eMAX7 Superior trim with 7-seater configuration finished in a subtle Harbour Grey shade. There are two trim levels offered with two seating configurations yielding a total of 4 variants. Pricing for eMAX7 starts from Rs 26.9 lakh (Ex-sh).
      At this price, the main MPV rivals for BYD eMAX7 are Toyota Innova Crysta, Innova Hycross and its Maruti counterpart, Invicto. Innova Hycross and Invicto are more fitting rivals than Crysta, considering the monocoque chassis and electrification in their powertrains. There is a strong case for BYD eMAX7 with fleet operators in commercial sector as well, just like Innova Hycross.
      New BYD eMAX7 First Drive
      Understated Design
      Where design is concerned, BYD eMAX7 looks a lot better than its predecessor e6. BYD calls it a dragon face design owing to their Chinese origin, but it looks more like shark face to me. Regardless, we liked the way it looks and is not flashy or in-your-face like a few rivals. eMAX7 doesn’t try to look like an SUV, lending it sophisticated appeal and understated elegance.
      Front has a sloping bonnet with a few creases for character. The bonnet is hydraulically assisted. Headlights look classy with 5 projector elements with LEDs illuminating them. LED DRLs are integrated into these headlights. A satin silver element connects these headlights and gets a BYD logo sitting proudly. There are no fog lights here, but eMAX7 gets active air curtains in the front bumper to smoothen the airflow and improve aerodynamic efficiency.
      New BYD eMAX7 First Drive
      Side profile has a strong belt line that directs one’s vision towards eMAX7’s 4,710 mm length and 2,800 mm long wheelbase. The ORVMs are aerodynamic in shape and BYD is quite proud of this design. Car’s window line is accentuated with chrome, lending a premium appeal. There is a chrome strip on the running board as well. Only fly in the ointment here are the 17-inch alloy wheels that look rather small on this vehicle. 18-inchers would have looked swanky.
      At the rear, we get a shark fin antenna, connected LED tail lights, a roof spoiler, a body-coloured bumper and chrome strips across tail light and bumper. The paint quality is commendable too. BYD opted to offer a fixed glass roof with eMAX7, which is the more logical choice amidst OEMs offering panoramic sunroofs where kids and adults end up sticking their heads and torsos out.
      New BYD eMAX7 First Drive
      Well-designed Interiors
      Being a Rs 30 lakh vehicle, one would expect a premium experience on the inside and BYD eMAX7 does not disappoint in this regard. For starters, there is a well-designed and laid-out dashboard. There are impressive soft-touch materials on all four door pads and on the centre console where driver’s and front passenger’s knees would graze. These elements are properly soft to the touch, which is not often the case with vehicles in this price range.
      New BYD eMAX7 Dashboard
      Dashboard only gets hard plastics and an interesting open-pore wood-like effect. The glovebox is damped and so are the interior grab rails. Materials used for seat upholstery are of good quality and so is the leather wrapped on steering wheel. The rockers, dials and buttons on centre console and steering wheel are of good quality too. There is a single wireless charger in eMAX7’s centre console.
      New BYD eMAX7 Rotatable Infotainment
      Seats are reasonably sized and offer good support for a full-grown adult like myself. But the seat base lacks under-thigh support in all three rows. Front seats are electrically adjustable, while rear seats are manually adjustable for sliding, reclining and folding. Steering wheel is adjustable for tilt and reach, allowing for driver to get a comfortable driving position. 2nd row seats could have offered more space, especially where width is concerned.
      When two adults sat in 2nd-row seats, our elbows grazed, which is not a good sign. I think the 7-seater variant makes very little sense as there is no shoulder room to even put a baby in the middle. Even knee room for 2nd-row occupants is nothing to write home about. Accessing third-row seats is fairly easy, but the space here is only acceptable for kids. AC vents are roof-mounted for 2nd-row and 3rd-row occupants.
      New BYD eMAX7
      Features & Creature Comforts
      Interior lighting is all LED, including the vanity lights with auto function for driver and front passenger. Glass roof is fixed and is treated to cut down on a few spectra of harmful sunlight. Sunshade is electrically operated. There are many USB ports for occupants to charge up their devices. With all the seats up, BYD eMAX7 does not have a lot of luggage space. With 3rd-row folded, there is around 580L of boot space, which can be further expanded by folding the 2nd-row seats. A missed opportunity for BYD is an absence of front storage as it looked like they could have extracted 100L of volumetric luggage space here.
      New BYD eMAX7 Semi-Storage
      The main highlight of BYD eAMX7’s interiors is that it offers a 12.8-inch rectangular display that can rotate to portrait or landscape orientations. However, many functions like Android Auto don’t work in portrait orientation. Speaking of, Android Auto and Apple CarPlay are wireless on this vehicle. The screen also controls the dual-zone Auto AC and front ventilated seat function.
      New BYD eMAX7 Steering Controls
      This screen acts as a monitor for 360-degree camera feature too and works very well on this vehicle. However, we would have liked it if BYD had a dedicated software for infotainment screen. The overall UI looked like it is from an aftermarket Android system and there even is an SD card reader under front center armrest to stream media. Steering has controls to operate an MID in the semi-digital instrument cluster.
      New BYD eMAX7 Semi-Digital Instrument Cluster
      There is an NFC key card that communicates through right ORVM. BYD eMAX7 also has ADAS suite, which does a decent job. Lane Keeping Assist was not functioning at times. Thus Auto Emergency Braking, Adaptive Cruise Control and other features needed more polish. There are six airbags on offer and disc brakes are offered on all four wheels along with ABS, EBD, TCS, ESP and more.
      New BYD eMAX7
      Performance and Dynamics
      Being an electric vehicle is probably BYD eMAX7’s biggest strength. We say this because the performance is genuinely exhilarating with instant torque available at 0 RPM. The 71.8 kWh battery pack promises a range of 530 km on a single charge. This battery had 99% SOC when we received the car with 347 km on the odometer. After driving 152.8 km, SOC dropped to 41% with 500km on the odometer.
      New BYD eMAX7
      We used 58% of battery (41.644 kWh) to drive 152.8 km. So, we got 3.66 km/kWh efficiency with 263 km of range from a single charge. However, in real-life situations, one can expect BYD eMAX7 to return around 5 km/kWh and 360 km range, with normal driving styles in Eco Mode. Speaking of, there are three driving modes – Eco, Normal and Sport, with a reasonable distinction between them. A 201 bhp 8-in-1 electric motor with 310 Nm of instant torque sips juice from this battery. It pulls cleanly and BYD quotes acceleration figures of 8.6 seconds.
      New BYD eMAX7
      The heavy battery allows for a composed ride with impressive stability at higher speeds. The suspension setup is commendable and does a very good job of absorbing the road undulations and imperfections. It doesn’t feel robust but comes very close. Another notable attribute of eMAX7 is its NVH, or the lack thereof. Cabin insulation is excellent with little to no wind noise from A-Pillars and ORVMs and minimal tyre noise from wheel wells.
      Speaking of tyres, BYD is equipping eMAX7 with 225/55-R17 tyres from a brand called Giti Tires and it loses traction relatively easily. We would have liked stickier tyres with more grip, especially considering the acceleration it has. The 55% profile is also slightly concerning for Indian road conditions. Dynamically, BYD eMAX7 has a lot of body roll, decent steering feedback and some nose-diving under braking. The stopping power is impressive with good initial bite and progression.
      New BYD eMAX7
      Conclusion
      Considering eMAX7 is a fully imported CBU, BYD has got the pricing right, making the locally manufactured rivals look like they’re “not aggressively priced” at all. We say this because the top-spec locally manufactured Innova Hycross with a tiny battery and negligible pure-EV range costs Rs 31 lakh (Ex-sh).
      In comparison, top-spec BYD eMAX Superior 7S costs Rs 29.9 lakh (Ex-sh) offering a 71.8 kWh battery, 530 km range on a single charge and a 201 bhp electric motor that can sprint to 100 km/h in a claimed 8.6 seconds. So, one should just ignore the Toyota Innova Hycross in favour of BYD eMAX7. Right?
      New BYD eMAX7 Key
      The answer to this question is not as easy as it sounds. BYD eMAX7 doesn’t have usable boot with 3rd-row up and it lacks cabin width for that “Seth Ji” feeling. The lack of an auto-dimming IRVM is a deal-breaker, according to me. Something that BYD should consider fixing in an update. Also, there is a lot of space under the bonnet, which BYD could have used for a front trunk. But there is isn’t one.
      New BYD eMAX7 Door Paddings
      For small family with occasional need of 3rd-row and the owner/buyer wants exhilarating performance with a feature rich, premium and tech-savvy cabin, Yes. eMAX7 is an easy recommendation. However, if the buyer wants a good chauffeur-driven experience or needs genuine space to seat up to 8 people and have usable boot with 3rd-row up, the answer is no. But we recommend prospective buyers to keep BYD eMAX7 in the wishlist and take a test drive.
      New BYD eMAX7 More

    • 138 Shares149 Views

      in Electric Cars

      MG Windsor EV First Drive Review – They’ve Cracked The Code!

      by

      MG Windsor EV First Drive ReviewIndia-spec MG Windsor EV comes equipped with a sole 38 kWh battery pack promising an ARAI certified 332 km range on a single charge
      JSW MG Motor have gotten themselves deeper into the electric vehicle pond. The company just launched their third electric car in India in the form of Windsor EV. JSW MG Motor has devised an innovative BaaS (Battery as a Service) Program allowing exceptionally affordable pricing for what is being offered. With BaaS, Windsor EV starts from a jaw-dropping Rs 9.99 lakh (Ex-sh) with Rs 3.5 rental to be paid for every kilometre clocked.
      Even without BaaS, the pricing is out of this world, starting at Rs 13.5 lakh (Ex-sh). With precious lessons learned from selling ZS EV and Comet EV in India, has MG Motor finally cracked the code to make EVs more mainstream in India? Is Windsor EV the flagbearer to this new revolution? Here’s what we think about MG Windsor EV after driving it around Delhi NCR as part of a national media drive hosted by JSW MG Motor.
      [embedded content]
      MG Windsor EV First Drive Review
      Currently, 35% of MG’s sales are from electric cars. The company is confident that the future of mobility is electric. To fortify its EV portfolio, MG launched its 3rd and most interesting electric offering in India, Windsor EV. Among the sea of compact SUVs in the 4.3m length segment, MG calls their new offering, a CUV (Crossover Utility Vehicle). Windsor EV’s design is a breath of fresh air.
      Windsor EV Design
      It has the general appeal of a large hatchback with crossover elements. However, it looks much larger than other 4.3m SUVs in the same size bracket. Windsor EV claims to combine luxury of a sedan with versatility of an SUV. After driving it in Gurgaon and Delhi NCR region, we can confidently say MG is successful in meeting that objective.
      MG Windsor EV
      Starting with design, MG Windsor sports clean lines and an overall curvy and swoopy appeal for aerodynamic efficiency. Front fascia gets a small bonnet, Starstreak connected LED DRLs, an illuminated MG logo, and LED projector headlights, among other highlights. Lower bumper features a large air dam with a mesh-like pattern and a chrome-finished faux skid plate. While there is a place for a radar module for ADAS, this feature isn’t available on India-spec model.
      Windsor EV Fascia
      From the side, Windsor EV has a sleek and aerodynamic shape. MG calls it Aeroglide design. Helping the overall aerodynamic performance, Windsor gets flush door handles. Good thing about these door handles is that they pop out automatically, making it a one-step procedure to open the door. Large 18-inch alloys are aerodynamic in shape too and they get Blue highlights to show its eco credentials.
      MG Windsor EV Alloy Wheels
      Main highlight at the side is its expansive window area, thanks to a best-in-class wheelbase of 2700mm. Charging port is positioned at the left front quarter panel, which could have been at the front, below an illuminated logo. From the rear, design remains minimal. To be honest, rear design is not Windsor EV’s forte. Highlight elements here are Smartflow LED connected tail lights, a glass antenna along with MG logo and Windsor badging.
      Windsor EV Charging Port and Door Handles
      MG hasn’t shied away from giving their best. Windsor EV has some of the best paint finishes you can find in 4.3 m-sized vehicles. Speaking of, there are 4 colours on offer – Turquoise Green, Starburst Black, Pearl White and City Beige. MG had provided Rushlane with Turquoise Green shade and it also had quite a log of accessories attached to it as well. Prominent among them are side moulding, wheel arch cladding, and the garnish on the headlights, tail lights, corner protectors and roof rails.
      MG Windsor EV Interiors
      Best-in-class Interiors
      That’s a bold statement to start with, but is true nonetheless. MG Windsor EV greets you with a spacious and futuristic cabin designed for both comfort and technology. Not just that, it also sports high-quality materials and an impressive fit and finish. The all-black interior is complemented by a faux wood finish and soft-touch plastics on the dashboard. Adding to the premium interiors are these Royal Gold highlights.
      Windsor EV Interior Features
      The largest-in-segment 15.6-inch Grandview touch infotainment display takes centre stage and it gets 5 customizable themes. Many of the car’s core functions are integrated into this display, which we wished was not the case. More on it later. Below this display, there are physical climate controls, which seem to be India-specific. The stylish 2-spoke steering wheel is upholstered in premium black leatherette and gets both tilt and telescopic adjustments.
      MG Windsor EV Infotainment Screen
      Both front seats are ventilated, while only the driver seat has a 6-way power adjustment. There is a centre armrest with a large storage area. Because the gear selector is in the steering column, the centre console is riddled with storage compartments. There is a wireless charger as well. Under this is another storage area where you can find some charging ports. Both driver and front passenger sunblinds come with vanity mirrors as well as LED lights. Cruise control, 9 speaker audio system by Infinity and 1st in segment 256 colour ambient light are note-worthy features.
      Windsor EV 360-camera
      Establishing a tech-savvy approach, Windsor EV gets i-SMART telematics system, offering over 80 connected features and voice commands in 6 languages (add supers of languages – Tamil, Telugu, Marathi, Gujrati, English, Hindi). And to top it off, you can also control key car functions remotely with its Home-to-Car functionality. Because the car has all four one-touch up/down windows, MG has also integrated it into the lock button on its key. When locked, all windows go up. Also, the car locks and unlocks with key proximity and flush door handles pop out to welcome you.
      MG Windsor EV Front Seats
      Rear seat passengers are pampered with best-in-class legroom with adequate headroom. Further adding to space and comfort are flat floor, centre armrest and rear AC vents. One of the standout features of Windsor EV is the first-in-segment Aero Lounge seats with an insane 135-degree recline, providing a Business-Class experience. The cushioning offered on all seats is really nice. Under thigh support is slightly lacking for tall passengers, but these seats might very well be the best in any 4.3m size vehicle sold in India.
      Windsor EV Front & Rear Seat Space
      One can’t miss the Infinity View glass roof, flooding the interior with natural light and giving this cabin an open, airy ambience. The flip side of this glass roof is that on a hot day, the cabin will take longer to cool. It gets a sun blind that can be granularly adjusted from the infotainment screen. Speaking of, some of the core vehicle controls like opening/closing of sunroof shade, settings for headlight, audio, regen, trip computer, ventilated seats, etc are via this touchscreen.
      MG Windsor EV Rear Seats
      So, if this touchscreen stops responding, users are deprived of these functions. During our drive, this touchscreen froze for a brief period. But started working on its own after some time.
      Windsor EV Boot Space
      Boot space is best in class at 604 litres. For added boot space you can fold rear seats, which come with 60-40 split. Under the boot, is where you will find a charging cable and tyre inflator. In our testing, we managed to fit a lot of luggage and Windsor EV took everything like a champ. One has to be mindful of the 135-degree recline as it hampers some of the boot’s luggage-carrying capacity.
      MG Windsor EV Gold Finish With Ambient Lighting
      Performance and Dynamics
      MG Windsor EV comes equipped with a sole 38 kWh battery pack, powering a single electric motor with 136 horsepower and 200 Nm of torque, powering the front wheels. MG claims an ARAI-certified range of 332 km on a single charge. Charging can be done from both AC and DC power. Windsor EV takes 13.8h to charge from 0-100% SOC from a 3.4 kW AC charger and 6.4h with a 7.4 kW AC charger. The charging time is significantly reduced to 55m for 0-80% SOC if you can find a 50 kW DC charger.
      Windsor EV Specs
      Driving Windsor EV around Delhi NCR, we were quite impressed with the car’s overall performance. There are 4 driving modes on MG Windsor EV – Eco+, Eco, Normal and Sports. Each mode has an impact on the total range indicated on the trip computer. While Eco+ mode feels very dull, all the performance of Windsor EV can be exploited in Sports Mode. The difference between modes is easily visible too.
      MG Windsor EV Driving
      We reset the trip computer for the duration of our testing. In our testing, the range we eked out of Windsor EV was less than 331 km. We received the car from MG Motor with 100% SOC and 716 km on odometer with a projected range of 319 km displayed on the instrument cluster in Normal mode. At the end of our testing, we clocked 130 km on the trip computer with 35% charge left in the battery.
      Windsor EV Range Test
      We used 65% of the battery to drive 130 km in regular driving conditions including driving in the city and on the expressway. At this point, the estimated range indicated by the car was 110 km, in Normal mode, which is a little optimistic. So, Windsor EV used 24.7 kWh of energy (65% of 38 kWh battery) to drive 130 km in Normal mode. We had set regen in the mid-setting for a decent balance between coasting and energy recuperation.
      MG Windsor EV Side
      Calculating mileage (efficiency) of Windsor EV, we got 5.26 km/kWh. Multiplying it with the car’s total battery capacity (38 kWh), we got 200 km of range in realistic conditions when the car is mostly driven in Normal mode and occasionally Eco+ and Sports modes. The AC was on for normal temperatures. If driven entirely in the city at moderate speeds, we would reckon MG Windsor will yield around 7 km/kWh of mileage. Say, 250-270 km on a single charge. Not bad at all.
      Windsor EV Charger Options
      Windsor EV’s dynamics are very sorted. Car handles decently well for its size and is neutral across varied speeds. We didn’t face any unexpected steering characteristics from the car and our overall experience stayed positive throughout the testing span of 130 km. Directional changes do not require a lot of steering effort and the car’s suspension ensures stable movements across varied conditions. Disc brakes at all four corners ensured a sure-footed feeling. Because of regen, there is a slight vagueness at the beginning of the brake pedal travel. But actual braking power is there and is par for the segment.
      MG Windsor EV Rear
      Speaking of suspension, we felt that it was slightly on the firmer side. That explains Windsor’s positive dynamics. However, the car doesn’t feel very robust on Indian roads. Bad patches, speed breakers and even rumble strips filter through the suspension and induce vertical movement in the cabin. This effect is not sports-car-like, but the suspension could have better absorption.
      Windsor EV 135-degrees Recline
      During the presentation of MG Windsor EV, there was a band performing beside the car I was seated in. And I only realised how loud the band actually was after I opened the door. Windsor EV does an excellent job in isolating outside noises and even when driving, there was very little wind noise, tyre noise and other ambient sounds entering the cabin. Definitely exceeds the isolation seen in 4.3m to 4.5m long vehicles sold in India.
      MG Windsor EV Front
      Talking about safety, MG Windsor gets 6 airbags as standard. To further enhance safety, the Windsor EV includes advanced features like ABS, ESP, Hill-start Assist and Hill Descent Control. You also get 360-degree surround view cameras and rear parking sensors, rain-sensing wipers, automatic headlights, and an auto-dimming inside rearview mirror. Unlike globally sold Wuling Cloud EV, India-spec MG Windsor EV doesn’t get ADAS. At least, not yet.
      Conclusion
      Considering Windsor EV’s features, performance, comfort and attractive pricing, it presents a solid value proposition for anyone looking to make the shift to electric mobility in India. Thanks to BaaS (Battery as a Service) Program, MG has made electric vehicles affordable for general consensus. A strategy that other EV manufacturers might consider to keep up with MG’s aggressive pricing strategies.
      MG Windsor EV Charging Port
      For added peace of mind, MG is offering an unlimited kilometre warranty and buyback plans. Even the public charging stations via MG eHUB are free of cost for Windsor EV buyers for the 1st year. Except for the infotainment screen freezing and depriving us of a few core vehicle functions, we think there are very few negatives with MG Windsor EV. Sure, we would have also liked ADAS suite and the larger 50.6 kWh battery option, allowing for a claimed 460 km of range.
      Windsor EV Warranty
      When we bring price of Windsor EV (with and without BaaS) into the equation, most of the negatives fade away. We liked how unique it looks and we loved the interiors and its expansive space. An electric vehicle or BaaS does not fit into my unpredictable driving needs. That said, for majority of electric car buyers who primarily drive in the city, JSW MG’s electric portfolio with BaaS makes more sense than what rival brands are offering.
      MG Windsor EV
      After learning about the Indian EV market with ZS EV and Comet EV, we can confidently say JSW MG Motor India has finally cracked the code to set itself apart in this segment, primarily dominated by Tata Motors. More

    • 125 Shares199 Views

      in Electric Cars

      Tata Curvv EV First Drive Review – Style Quotient, Redefined!

      by

      Tata Curvv EV First Drive ReviewJust-launched Tata Curvv EV directly takes on MG ZS EV and Mahindra XUV400 along with upcoming Maruti eVX and Hyundai Creta EVThe time is between 2010 and 2014. That is when I lived in Belagavi (then Belgaum), Karnataka. People across my home owned a BMW X6, world’s first Coupe SUV. Initially, I thought the Coupe SUV genre was hideous. But I saw that X6 for the next three years and it grew on me so much that I now adore Coupe SUVs.During that time, Coupe SUV genre was limited to only luxury cars and I never imagined that it would somehow hit the mainstream market. Fast forwarding to August 2024, Tata Motors has made Coupe SUV genre mainstream with Curvv and Curvv EV and even I can afford one today. What a time to be alive, eh? After briefly driving Tata Curvv EV in Udaipur, Rajasthan, here’s what we think about it.Tata Curvv EV – DesignTata Curvv EV First Drive Review – Striking Exterior!One look at Tata Curvv EV in person is enough to make the majority of people fall in love with it. Of course, there will be people who may find coupe SUV genre weird. If you ask me, I loved the design, owing to my affinity to Coupe SUVs. As we drove the Curvv EV around Udaipur, it grabbed a lot of eyeballs. In many instances, smitten bystanders approached us and enquired about this gorgeous machine.Fusing Harrier and Safari inspired exterior design with Curvv has worked wonders. The slim connected LED DRLs, LED projector headlights with LED cornering fog lights, the electrically operated front charging flap, 18-inch alloy wheels with aero inserts, connected LED tail lights, stylish roof spoiler, a panoramic sunroof and other exterior design highlights look nice. PIÈCE DE RÉSISTANCE is obviously the sloping coupe roofline.Tata Curvv EV – Sloping Coupe RooflineTata Curvv EV doors shut on top of the door sills. My Renault Captur has the same design and I appreciate it when a carmaker takes the extra effort. None of the current C-Segment compact SUVs have this feature. Another extra effort by Tata Motors is painting the plastic body cladding. Every single rival gets unpainted body cladding and they turn into a hideous whitish-gray shade in no time when standing under the sun. While cladding on Curvv and Curvv EV will remain black as they get gloss black paint.Other exterior design highlights on Curvv EV include flush door handles with welcome light and an electrically operated tailgate with gesture controls. Both are segment first features. Tata provided Rushlane with the new Virtual Sunrise colour and Black contrasting roof. Other colour offered to media was Pure Grey, which looks a lot like Nardo Grey offered on a few premium cars.Tata Curvv EV – Sloping Coupe RooflineMostly similar interiors as Nexon EVWhile Tata does a great job of masking the Nexon EV’s exteriors with Curvv EV, the same can’t be said about Curvv EV’s interiors. Except for a few features like 4-spoke steering wheel from Harrier and Safari, panoramic sunroof, electrically adjustable driver’s seat and more extensive ambient lighting, there is nothing new with Curvv EV over a Nexon EV. Space at the front and rear is almost identical to that of Nexon’s too.There is a larger boot with Tata Curvv EV with 500L of space that can be expanded to 973L by folding the 60:40 split rear seats. There is also a 11.6L frunk (front trunk) which is perfect to stowe away the portable charger. All in all, one can surmise Curvv is a Nexon with a larger boot, when it comes to interior updates and passenger space on offer. That might not be a bad thing if you don’t care a lot about rear seat occupants and features and space revolving around their comfort.Tata Curvv EV – InteriorsWe say this because the two-step recline function for rear seats is very minimal and barely makes a difference in overall comfort. Curvv EV offers similar knee room for rear passengers as Nexon and Tata Motors skipped rear sun shades as well. There are only two headrests in 2nd row and it would be a squeeze to fit three adults abreast. Even at the front, interior cabin width is not enough and full-size adults will graze their shoulders and elbows.The leatherette cladding on dashboard was not padded, while elbow pads on all four doors, were. This is a weird omission, in my opinion. How much can a sheet of foam cost and how much more time would it take in the assembly line? My 2010 Tata Indica Vista has around 60% more soft-touch plastics than the Curvv. There is no dual-zone climate control on Curvv EV. But that is perfectly fine given that the rivals’ implementation of dual-zone climate control makes less sense, anyway.Tata Curvv EV – InteriorsFeatures and equipmentAt 12.3-inches, Curvv EV’s free-standing infotainment screen is largest-in-segment (on paper), and it is slick to use and comes with a plethora of features. It gets wireless Android Auto and Apple CarPlay, iRA connected features, Arcade.ev apps including music streaming (Spotify) and video streaming (Amazon Prime) and a lot more. The 10.2-inch instrument screen is top-tier too, offering multiple layouts, music info, full-screen navigation, ADAS system monitoring and many other attributes.Tata Curvv EV SpecsBoth front seats are ventilated with three fan levels. The steering wheel from Harrier and Safari lends an upmarket appeal and feels nice to grip. Illuminated logo on steering ups the cabin ambience and the touch and toggle-buttons feel intuitive to use and control the instrument screen. There is a brand new key fob with Curvv EV that feels a lot more premium than other key fobs from Tata. It has lock, unlock, headlights and boot open functions.Tata Curvv EV – BootThere’s a wireless charging pad, keyless entry, push-button start, cruise control, auto-dimming IRVM, cooled glovebox, a banging audio system from JBL, front and rear armrests, height adjustable seatbelts, leatherette seat upholstery, LED lighting for the front and rear individual LED reading lights, a parcel tray on boot area, two hidden storage compartments in boot, a boot light and many other features. Doors don’t open 90-degrees wide, but the aperture was wide enough.Where safety is concerned, Tata Curvv EV comes equipped with 6 airbags as standard. Other safety features are an electronic parking brake with auto-hold, ABS, EBD, BA, TCS, ESP, auto headlights, rain-sensing wipers, 360-degree camera, blind spot assist, all-four disc brakes, TPMS, Level-2 ADAS suite, and a lot more. Chances of Tata Curvv EV scoring 5 Stars in Bharat NCAP is close to 100%, which can’t be said about its immediate rivals. Tata has also given Curvv EV AWAS, which plays a subtle music to warn road users and bystanders when driving under 20 km/h. We would have liked it if AWAS didn’t play when car was standing still in parking mode when power is left on. Say, to run climate control or music in traffic.Tata Curvv EV – Digital ClusterPerformance and handlingGetting the basics out of the way, Tata Curvv EV is underpinned by Acti.ev platform that we also experienced in Punch EV. The chassis integrity and dynamics is very good. While Curvv EV feels a lot closer to Nexon EV in terms of space and comfort, powertrain is a different story. Curvv EV gets two battery pack options, 45 kWh (claimed range 502 km) and 55 kWh (claimed range 585 km). For context, Tata Nexon EV gets 30 kWh and 40.5 kWh battery options.Smaller 45 kWh battery variant gets a 148 bhp and 215 Nm electric motor and a 502 km claimed range. The one we drove in Udaipur was the top-spec 55 kWh battery variant which had a 165 bhp electric motor. Interestingly, the torque still remains the same 215 Nm as lower-tier variants. Tata claims 0-100 km/h sprint of 8.6 seconds with higher-spec variants.Tata Curvv EV – Alloy WheelsHowever, we felt that there could have been more torque in higher-spec variant for more ferocious acceleration. There may be a Curvv EV Racer with more performance later on. Maybe the same reason why there is no all-black Curvv EV at launch as it will get a Dark Edition soon. In our testing, we achieved a 0-100 km/h run in under 9 seconds. Braking performance might have been slightly more progressive.[embedded content]There are three drive modes – Eco, City and Sport with meaningful difference in performance. There are four regen modes as well, 0 to L3, controlled by the paddles behind the steering wheel. Charging time has been reduced with Curvv EV and Tata claims 10-80% SOC in 40 minutes with a 70 kW DC charger. The 7.2 kW AC home charger will juice up the 55 kWh variant from 10-100% in 7.9 hours. Because of the short period we had with the car, we couldn’t put the 585 km range to test.Tata Curvv EV – Coupe SUVCurvv EV suspension has been setup to be slightly on the softer side. So, dynamically, it can’t be as sharp as, say, Punch EV, based on the same platform. But the ride quality is really great, despite Curvv EV riding on 18-inch alloys with 55-profile tyres. Tata Motors usually gets the suspension right for Indian road conditions and Curvv EV is no different. Maybe slightly taller profile tyres would have made Curvv EV more immune to Indian bad roads.ConclusionBased on the brief drive we embarked in Udaipur, we liked the Curvv EV for what it is. What it is, is a stylish coupe SUV that looks stunning and stands out from the crowd. Design and style is the primary USP of Tata Curvv EV. In that regard, Curvv EV doesn’t disappoint. If you are looking at Curvv EV as a larger Nexon with bigger boot, more performance and larger battery for a greater range, Curvv EV is perfect. Except for a few omissions, it even has a lot of equipment and features on offer, some of which are segment first. Think, a dynamic car for a nuclear family.Tata Curvv EV – Coupe SUVBut if you are expecting it to have space and comfort of a C-Segment SUV, it disappoints. Interiors don’t feel expansive enough like the rivals do. That’s because it is a lot closer to Nexon EV than it is to the upcoming Harrier EV. Also, there are a few glaring omissions with Tata Curvv EV. Even at Rs 22 lakh (Ex-sh), Curvv EV lacks telescopic adjustment for steering wheel, soft-touch dashboard, rear sun shades, all-four one-touch up/down windows, vanity lights for front passengers, a hydraulic strut for bonnet and a few more.Other than a few criticisms we have, Tata Motors has done a commendable job in bringing the Coupe SUV genre to the masses. The packaging of features and creature comforts can always be improved later. We would like to see an even more performance-oriented Curvv EV Racer in the future and probably even a dual-motor AWD version. Like we mentioned before, Curvv EV is a brilliant offering from Tata Motors for what it is. More

    • 163 Shares179 Views

      in Electric Cars

      BYD Seal EV First Drive Review – Seal The Deal Of The Day!

      by

      BYD Seal EV First Drive Review2024 BYD Seal EV rivals sedans like Audi A4, BMW 2 Series, Merc A Class Limousine, Toyota Camry, Skoda Superb and BEVs like Volvo XC40 Recharge, Hyundai Ioniq 5 and Kia EV6Being an automotive enthusiast, I always fancied saloon cars (sedans) owing to their iconic three-box design. There’s something special about driving a proper sedan and it always puts you in a good mood. That’s exactly what happened to us when we drove the new BYD Seal EV around Delhi NCR at the media drive event. Here’s our first impression of this vehicle and why we think it is the deal of the day.BYD Seal EV First Impressions ReviewIf there’s one electric vehicle manufacturer who probably gives Tesla nightmares, it is BYD. Despite being a global EV juggernaut, BYD is relatively a new brand in India. The company has E6 MPV and Atto 3 SUV on sale in India and the portfolio was recently expanded with the launch of Seal EV. It falls under company’s ‘Ocean’ lineup of vehicles. This electric sedan brings a luxury proposition at an affordable price despite being a fully electric vehicle. Hence packing all vital ingredients to emerge as the ‘Deal of the Day’. But is it, though? Let’s take a look.BYD Seal FasciaSeal EV is offered in a choice of 3 variants. Its mid-spec Premium variant brings amazing value proposition to the table. Since we are talking about variants, let’s get pricing and specs out of the way, shall we? BYD Seal EV price starts from Rs. 41 lakh for base Dynamic, Rs. 45.55 lakh for mid-spec Premium and Rs. 53 lakh for top-spec Performance variants (all prices ex-sh).BYD Seal EV First Drive ReviewBase Dynamic packs a 61.44 kWh battery, 202 bhp and 310 Nm RWD single motor, 0-100 km/h sprint in 7.5 seconds and a NEDC range of 510 km. Premium variant offers a larger 82.56 kWh battery, 310 bhp and 360 Nm, RWD single motor, 0-100 km/h in 5.9 seconds and a NEDC range of 650 km (highest in the lineup). Top-spec Performance variant has the same 82.56 kWh battery and 310 bhp and 360 Nm rear motor as Premium. However, Performance variant gets a 215 bhp and 310 Nm front motor taking total system output to 525 bhp and 670 Nm. Range is slightly lower at 580 km but the acceleration is insane hitting 100 km/h mark in just 3.8 seconds.BYD Seal RearIs Pricing Justified?These are very impressive numbers and lend BYD Seal EV a multitude of titles in India.1. Most affordable electric sedan in India (non hatchback-derived).2. Most affordable luxury sedan in India.3. Most affordable rear-wheel-drive sedan in India (EV & ICE).4. Most affordable all-wheel-drive sedan in India (EV & ICE)5. Most affordable high-performance vehicle in India (EV & ICE).6. Most affordable dual-motor EV in India.BYD Seal EV First Drive ReviewThese are some of the titles BYD has bagged for itself with Seal EV. BYD Seal offers tremendous value for what it costs. If we take luxury sedans like Mercedes-Benz A-Class Limousine, Audi A4, BMW 2 Series Gran Coupe along with mainstream sedans like Toyota Camry and Skoda Superb, they all cost more than BYD Seal. Also, none of them are fully electric, none of them are anywhere near as performant and none of them offer at least RWD as standard. BYD Seal annihilates its competition if we bring RTO taxes and maintenance costs of the aforementioned ICE and Hybrid vehicles.BYD Seal FrunkComparing apples to apples, only real rival for BYD Seal is BMW i4 which costs significantly more and offers significantly less performance than Seal’s top-spec Performance variant. Now the question arises, why go for legacy brands? Does BYD Seal have a lot of cost-cutting measures to strike an attractive price point? Answer is, no. We’re happy to report that the best part about BYD Seal is that it works with no surprises and idiocies. There were very few “Huh” moments with BYD Seal too, which is commendable at this price point.BYD Seal EV First Drive ReviewDesign & QualityBYD Seal is a handsome-looking machine. The aerodynamic shape with 0.219 Cd might be slightly off-putting in pictures but looks much better in person. Car’s design grew on me with time, especially in the lovely Cosmos Black shade we had. Headlights are sleek and remind me of a Porsche Taycan and a Toyota Crown or a Prius. Actual ‘Double U’ lighting elements on the inside along with ‘Ripple’ LED elements in bumper stay true to its ‘Ocean’ theme. Similar Ripple design attributes are seen on front quarter panels too.BYD Seal ‘Ripple’ Aesthetics From Ocean Range19-inch aero alloy wheels look very swanky and side profile is swoopy and curvaceous. There are interesting creases on doors and bonnet lending underlying aggression and muscle. Rear gets a ‘Boundless’ LED connected tail light design. Rear bumper gets a large diffuser (real) like on a sportscar which must be contributing to the overall aero performance. BYD uses double-glazed glass with front windshield and windows for sound-proofing and they work. The silver-plated glass roof boasts 99% UV isolation and a large 1.9 m2 viewing area.BYD Seal EV First Drive ReviewStepping in, you will first be greeted by metallic scuff plates at all door sills. Aiding ingress and egress for driver is a welcome function where seat moves back making it easy to climb in and has a memory function too. Once you’re in, swooping lines across the interiors and lovely quilted leather seats captivate you. These seats are well-bolstered and thoroughly hug occupant’s body. Floating centre console has a gear selector along with start/stop, parking brake, a few telephony and climate control buttons and dials to select driving modes.BYD Seal Shoulder LineCabin lighting is LEDs and there is soothing ambient lighting on the inside as well. Lights for vanity mirrors were diffused LEDs which feel upmarket. Overall ambience from BYD Seal’s interior is top-notch for the price. BYD has used soft-touch plastics extensively and almost all touch points had them. There is suede material on the dashboard which is unique in this price bracket. BYD doesn’t call it Alcantara (maybe there was no deal with Alcantara brand). Touchpoints lower down the centre console were also soft to touch, which is just nice. Headliner is finished with premium knitted material too.BYD Seal EV First Drive ReviewSteering wheel and upholstery were clad with real leather. No “leather with an asterisk” nonsense here. All the buttons and rollers felt very premium and had a damped feeling to them, like a proper luxury car. BYD Seal EV gets felt lining inside the damped glovebox and storage bin under front centre armrest for a premium feel. Carpeting is also of premium quality and extends all the way till the car’s cargo area.BYD Seal EV Infotainment ScreenFeatures & PracticalityBYD’s rotating 15.6-inch touchscreen infotainment system supports wireless Android Auto and wired Apple CarPlay. Premium Dynaudio audio system gets a subwoofer at the back for a much fuller sound. Voice control yielded a fast response and ‘Hi BYD’ command triggers the system. A 10.25-inch colour TFT screen takes care of car’s instrumentation and incorporates speedo, SOC, DTE, ADAS-related info, performance metrics and more.BYD Seal EV First Drive ReviewWhere space and practicality are concerned, BYD Seal EV offers a lot of room for both front and rear occupants. I am 182 cm long individual and I didn’t face any issues with legroom, headroom and shoulder room at the back or front. Seat ergonomics is spot on too, striking the right amount of comfort and support. Practicality-wise, Seal EV gets a 400L boot with wide and large hatch-style opening tailgate. There is a 50L frunk (front trunk) which is reasonably practical. All the door packets, glovebox and storage under front armrest can house water bottles and other paraphernalia without breaking a sweat. Below floating centre console, we have additional storage space with a couple of USB sockets.BYD Seal Glass RoofFeatures-wise, BYD Seal is packed to the brim. We get LED lighting all around, 19-inch wheels, keyless entry, pop-out flush door handles, electrically adjustable front seats with 4-way lumbar support for driver’s seat, a HUD, ventilated front seats, auto-dimming IRVM, rear AC vents, front and rear armrest, dual-zone climate control, PM 2.5 air purifier, NFC on ORVMs, heated ORVMs, twin wireless mobile chargers on centre console, steering mounted controls, cruise control, electrically operated rear tailgate with soft-close feature, hydraulic bonnet struts, full-fledged puncture repair kit among others.BYD Seal EV First Drive ReviewWhere safety is concerned, BYD is offering 6 airbags, 360-degree camera, front and rear parking sensors, TPMS, TCS, auto hold, hill hold, ABS EBD and a host of ADAS suite. Speaking of ADAS suite, BYD Seal EV gets Adaptive Cruise Control, Auto Emergency Braking, Lane Departure Warning and Prevention, Emergency Lane Keeping Assist, Intelligent Cruise Control, Predictive Collision Warning, Traffic Sign Recognition, Speed Limit Control, Front and Rear Cross Traffic Alert and Braking, Blind Spot Detection, High Beam Assist and Driver Attention Warning.BYD Seal DashboardRide, Handling & PerformanceBYD Seal EV is based on the upgraded e-Platform 3.0 architecture with Cell To Body technology. Tightly integrating battery into vehicle’s floor improves vehicle safety, stability, handling and performance. The car feels rigid and stiff and there is no point of concern with BYD’ impeccable engineering. High-strength materials used in vehicular engineering have resulted in a full-fat 5-star crash safety rating awarded by Euro NCAP.When I first saw the 45 profile tyres on Seal, I was sceptical about car’s ride quality. However, BYD Seal EV surprised me with commendable composure, offering the right balance between ride comfort and sporty handling. Front double wishbone setup and rear 5-link setup with adaptive dampers and forged aluminium swingarm on top-spec model proved to be quite impressive. There is minimal body roll on corners and nose-dive on braking. Car stays pretty composed, thanks to its impeccable 50:50 weight distribution.BYD Seal WheelsSeal EV gracefully absorbed most of the bumps and undulations our Indian roads could throw at it without any thunks. That said, I wish Seal EV packed a 55-profile tyre to prevent damage to wheels in worst-case scenarios. The 145 mm ground clearance is a point of concern, however. We didn’t scrape car’s underbelly on speed breakers. We were tacking a steeply stepped side intersection in Delhi NCR and it slightly scraped the car’s underbelly. Again, a 55-profile tyre would have made all the difference here.235/45-R19 XX tyres on BYD Seal offered great grip. Car didn’t lose traction while putting the power down from a standstill. Top-spec Performance variant gets iTAC (Intelligent Torque Adaption Control) which predicts wheel speed in advance depending on road conditions. Despite being a 4.8m long vehicle, BYD Seal EV has a pretty manageable 5.7m turning radius. Overall, BYD Seal EV feels athletic and is very confidence-inspiring and sure-footed. In and around Delhi NCR, I was searching for gaps in the traffic to launch this like a missile and it never disappointed me once.BYD SealConclusionNo car is perfect. Suppose we take BYD Seal EV for example. In that case, it lacks wireless Apple CarPlay, it doesn’t have felt lining in door pockets like VW Passat had, Android Auto doesn’t work when infotainment screen is in portrait mode and there is no sun blind for the glass roof and sun shades for rear windows, which is not a good idea for a hot and sunny market like India. Front AC vents can only be positioned from the screen or choose one of the swing modes. Driver-side air vents are smaller and didn’t move up and down, chilling my hands. Ingress and egress for tall individuals into driver seat could have been more streamlined.At this point, I’m just nit-picking because there are no deal breakers with BYD Seal EV. While there are a few minor criticisms, BYD more than makes up for it with an unbeatable price-to-performance ratio. The car poses incredible value for what it offers and is a very unique luxury proposition for the price. To answer our question, BYD Seal EV is the ‘Deal of the Day’ . If you are a prospective buyer, BYD Seal EV should be on your shortlist. More

    • 125 Shares99 Views

      in Electric Cars

      Tata Punch EV First Drive Review – The Star, Reborn!

      by

      Tata Punch EV First Drive ReviewThe new Acti.ev dedicated electric car platform debuts with Tata Punch EV and will be used with future Tata electric carsIndia is no stranger to Tata Motors. The company has been a staple automaker in India catering to a wide variety of customers ranging from PVs to CVs. But the company’s latest launch is one that is poised to be a trendsetter, a benchmark for vehicles to follow under the Rs. 15 lakh mark. Say Namaste to Punch.ev that is Tata Motors’ most ambitious launch in the recent past.Tata Punch EV – Perfect “Urban Vehicle”?Among the many first-ever titles within India and the world, Tata Motors has added a new title to its name as it launched India’s first dedicated EV platform in the form of Acti.ev, debuting with Punch.ev. Tata Punch EV has been priced between Rs. 10.99 lakh and Rs. 14.49 lakh (ex-sh) and these are killer prices considering everything Punch EV packs.Tata Punch EV First Drive ReviewTata Motors product team explained how the company threw stereotypes of segment-wise features out of the window and aimed to nail a perfect Urban runabout vehicle. In that regard, we can see a lot of components that Punch EV (marketed as Punch.ev) shares with much pricier and premium siblings like Nexon, Harrier and Safari. Even design language is shared with these pricier siblings to establish a family DNA that is distinctly and impactfully, a Tata.Exterior design changesFascia is all new and gets sleek connected LED DRLs with sequential LED turn indicators. The center LED light bar incorporates welcome and goodbye animations along with battery charging status when plugged in. Headlights are LEDs housed in projectors, accompanied by LED projector fog lights with a cornering function.Tata Punch EV First Drive ReviewFront charging port Is a first for Tata and is possible due to the Acti.ev dedicated electric platform. This unlocks charging convenience, something that can’t be said about Nexon.ev with a charging socket at rear left quarter panel. The charging cap opens electrically too, which is a nice touch. Closed-off grill and air vents in lower bumper to cool brake rotors are other notable elements.Tata Punch EV First Drive ReviewSide and rear are identical to regular Tata Punch with an IC engine, except for the new 16-inch alloy wheels with Punch EV. These wheels are wrapped with low rolling resistance tyres from Apollo. Tata is providing all four disc brakes with Punch EV due to added performance from its electric powertrain.New-age interiorsFuturistic and prominent exteriors are perfectly complemented by the interiors with cutting-edge gadgetry that is shared with more premium Tata products. Dashboard layout is identical to its ICE counterpart along with door panels. But the overall ambience has lifted several notches with all the new elements that Punch EV now gets.Tata Punch EV First Drive ReviewWe’re talking about a fluidly fast and crisp 10.2-inch touchscreen infotainment system and a 10.2-inch instrument screen that grabs all the attention. New leather-wrapped steering wheel is shared with Nexon facelift and gets illuminated Tata logo. Centre console is all new too and features a new touch and toggle style climate control panel. Further down, we get a rotary gear selector with an integrated circular display. This is where you find the Sports and Eco driving mode buttons along with an electronic parking brake with auto hold button.Tata Punch EV First Drive ReviewNew infotainment screen supports wireless Android Auto and Apple CarPlay along with 360° camera feed and Arcade.ev app suite. It currently offers a few OTT and video streaming services to watch when the car is standing still or moving at a tortoise pace. For safety reasons, of course. Tata promises that this is an evolving platform that will host more functionalities with OTA updates. Punch EV offers Jio Saavn audio streaming too, with a 1 year subscription. The Harman-branded music system could have offered more bass with a dedicated subwoofer.Tata Punch EV First Drive ReviewThe new instrument screen is not only a digital TFT unit, it is fully configurable too. Offering functionalities that cars of rival brands from two segments above, don’t offer. It shows all the vehicular data including range, speed, drive modes, regen modes, TPMS data, trip data, blind spot assist and many more. The most impressive functionality has to be full-screen navigation on instrument cluster for a driver-friendly approach.Tata Punch EV First Drive ReviewOther notable features on the inside include good quality leatherette upholstery with front ventilated seats. Despite the fact that all equipment and features on Punch EV are designed to pamper front seat occupants, Acti.ev dedicated electric platform has unlocked more room for rear passengers. Kudos to Tata Motors for offering a sunroof as an optional extra for additional Rs. 50K, something that other manufacturers should probably take note of.Powertrain, specs and dynamicsTata’s new Acti.ev platform on Punch EV is offered in two versions – Standard Punch EV and Punch EV LR (Long Range). Standard Punch EV gets a 25 kWh battery pack powering an 80.5 bhp and 114 Nm electric motor and claims 13.5 seconds to 100 km/h and 315 km range on a single charge. LR model packs a larger 35 kWh battery pack powering a 120.7 bhp and 190 Nm electric motor and claims 9.5 seconds 0-100 km/h, 140 km/h top speed and 421 km range on a single charge.Tata Punch EV First Drive ReviewCar reviews these days are all about the features and gadgetry with very little mention of car’s actual dynamics. Since Tata Punch EV is debuting the new Acti.ev dedicated electric car platform, I would like to talk more about car’s dynamics.Tata had arranged for a small off-road and handling course to demonstrate dynamic capabilities of Punch EV. Where Tata had arranged for multiple off-road scenarios including rock beds, step climbs, hill descent, water wading, inclined driving, dug potholes and more.Tata Punch EV First Drive ReviewPunch EV has an approach angle of 19°, departure angle of 28° and ramp over angle of 15.1° along with an unladen ground clearance of 190 mm. All of this ensured Punch EV cleared all these off-road obstacles with flying colours. The 360° camera feed on a large infotainment screen helps a lot in tackling tough terrains and urban jungles alike. What impressed me more than off-road behaviour was on-road behaviour. Looking at Punch’s tall-boy design, one wouldn’t usually associate it with good dynamics. But Punch EV with Tata’s new Acti.ev platform will surprise you, for sure.Tata Punch EV First Drive ReviewIt is not just that electric cars have heavy batteries on the floor taking centre of gravity lower. The Acti.ev dedicated electric platform is designed and developed to be significantly stiffer than non-dedicated platforms shared with ICE counterparts. Tata’s product team personnel who accompanied me on this dynamic testing, asked me to trust the car and push it as hard as I could around corners. And to my surprise, Punch EV donning Tata’s new Acti.ev platform handled exceptionally well for the price bracket. You can carry a lot of speed into a corner and Punch EV delivers with a surprising amount of composure.Tata Punch EV First Drive ReviewAdded performance and dynamics need extra stopping power and this is where rear disc brakes come into the limelight. If Tata Motors offered a RWD version of this car with a manual handbrake and called it Punch EV Racer, it would make for a tempting hot hatch proposition too. Steering wheel gets paddle shifters to cycle between the three regen modes. L3 offers the strongest regen, but it doesn’t stop the car completely. One pedal driving is under consideration, as revealed by Tata’s product team. We couldn’t draw opinions on range with this brief media event, though.Safety and other attributesTata is offering 6 airbags as standard fitment with Punch EV and the car now gets 3-point seatbelts for all occupants. Other safety attributes include all four disc brakes, TPMS, ESP and the likes. Where crash safety is concerned, Tata Punch EV doesn’t share the same 5 star crash rating as ICE Punch as it is an all new platform. Given that it is a Tata product, we expect nothing less than stellar crash performance by Punch EV.Tata Punch EV First Drive ReviewThere is very little to fault with Tata Punch EV. Whatever tiny little niggles we could find are easily forgivable considering Punch EV’s aggressive pricing. However, I would have liked it if the car’s rotary gear selector dial didn’t move when the car’s gearbox hadn’t shifted due to partial brake application at user/driver’s end. Traditional gear selector stalks for automatic vehicles don’t physically move when gearbox hasn’t shifted.Tata Punch EV First Drive ReviewA similar thing happened to me during the brief media drives where I slotted to D, from R with partial brake application. Gear selector dial rotated, but the gearbox didn’t shift to D because of the partial brake applied at my end. I thought the car would move forward. However, it moved backwards. This is not exactly the car’s fault and prospective buyers will get used to it in a day or two and then it feels like second nature.ConclusionMany of you must have witnessed a magician pulling a rabbit out of a hat. With Punch EV, Tata Motors is doing the impossible by pulling a hat out of a rabbit by offering a surprisingly well-packaged product at a jaw-dropping price point. If you’re buying any car across any segment within Rs. 15 lakh price bracket, we would highly recommend Tata Punch EV over most of the other offerings. It’s that good of a package. More

    • 175 Shares109 Views

      in Electric Cars

      MG Comet EV Review: A Comprehensive Analysis of the New Mini Smart Electric Car

      by

      MG Comet EV ReviewComet EV by MG: Bold Design, Unconventional Aesthetics, a New Segment in the Indian Automotive Market
      Creation of a new segment in the automotive market is a daunting task. It’s not something that can be achieved easily. Over the past 15 years, EMs have attempted to break into this market with varying degrees of success. Despite their efforts, none of them have been able to make a significant impact. And success has been elusive. Reva kicked up a storm but when the dust settled, there were none to be seen. Add to this the lack of infrastructure and government support in the early days.
      Today, the market poses new challenges. And we’re excited to see that MG has decided to make a serious attempt by introducing Comet to the Indian market. I had a chance to get behind the wheel during the media drive, and could sense the excitement building up within me as I took the Comet through City streets.
      MG Comet EV: The Quirky Electric small car with Smart Features
      The Comet is a unique vehicle that can be categorised as a 3-door mini hatchback, kei-car, micro car, micro EV, or quadricycle-like. In my experience, when I first saw it, I couldn’t help but compare it to the compact cars in Japan, Kei cars. It had a similar vibe, but with a fully modern tech upgrade. In the Indian market, the Comet’s dimensions may remind one of dated cars like Tata Nano and Mahindra e2O. Despite its small size, it boasts seating capacity for 4 adults, which is impressive. The Comet draws power from a 17.3 kWh battery pack and claims to offer a range of 230kms, which works well for daily city commutes.
      Along with its small dimensions, Comet has a highly polarizing design. Some might find it cute, stylish or clutter-breaking, while others may not appreciate its unconventional aesthetics. In my experience, the young are excited by its unique design and expressed their interest in driving one. On the other hand, older folks were genuinely curious. The design may appeal more to Millennials or GenZ customers, while an older audience might ask more questions due to its size. This makes sense as the older gen had fewer car owners, and the only car in the family had to be a family car that was to occupy the garage for years. Times have changed.
      MG Comet EV Prices – bookings open 15th May 2023. Deliveries start soon after.
      In my experience, I found the Comet to be quite visually appealing. Its functional tall boy design and neo-modern design theme stand out. The horizontal light bars at the front and rear are eye-catching and add a unique touch to the car’s overall look. Additionally, the illuminated MG logo at the bonnet is a nice touch that adds to the car’s stylish appearance.
      MG Comet EV: A Micro Car that Seats Four
      MG Comet is a 3-door mini hatchback/car, featuring two wide doors on each side. The car’s neo-modern design is carried over into the interiors, with a white and light grey color scheme that gives the cabin a spacious appearance. The generous glass panels allow ample natural light to enter the cabin, creating an airy and open feel despite the car’s compact size. However, the light colors used in the interior might require regular cleaning and maintenance, especially in polluted and dusty city environments.
      Comet offers a decent seating capacity with front seats spacious enough to accommodate regular-sized adults. However, in my personal experience, I found the seats lacking in comfort and could have benefited from better upholstery. On the positive side, Comet provides steering rake adjustment to tailor to one’s comfort, although there is no reach setting available.
      MG Comet EV Launched
      To access the rear seats, one needs to fold down the front seats and climb in. The co-passenger seat has a one-touch tumble and movement functionality, although it takes around 2-3 inputs. Getting in from the driver’s side is a bit more challenging, though. The back seats can comfortably accommodate two adults for short drives of around 30-40 minutes. However, anything beyond an hour could be a little difficult, as the lack of thigh support might make it uncomfortable for longer journeys. As for the boot space, it is almost non-existent. The rear seats have a 50:50 split and can be folded down to create room for two large suitcases.
      In terms of features, as expected from an MG, Comet comes with a decent list of creature comforts. It boasts a 10-inch all-digital instrument cluster, a 10-inch touchscreen infotainment system (with Apple CarPlay and Android Auto compatibility), i-Smart functionality, and much more.
      MG Comet EV Launched
      Some key call-outs would be the unique Apple iPod Shuffle inspired steering mounted controls, which caught my attention and added a touch of quirkiness to the overall design. The voice command feature is a great addition, as it is not only tuned for English but also Hinglish, making it more user-friendly for the Indian market. The manual AC is decently powerful and does the job of keeping the cabin cool in most weather conditions.
      MG Comet EV: The Urban Car That’s Fun to Drive
      Comet is a perfect fit for city commutes, and MG is not shy about calling it one. The electric hatchback is equipped with three drive modes: Eco, Normal, and Sports, with each mode providing a faster acceleration than the previous one. However, even the Eco mode provides enough power for most in-city maneuvers, and switching to Sports mode may not be necessary for overtaking other vehicles. The Comet’s electric motor generates 42 PS of power and 110 Nm of torque, which is impressive for its size and intended use.
      MG Comet EV Review
      The Comet is stable when driven in a straight line, but it can feel a bit shaky when pushed to its limits due to the small 12-inch wheels. It’s best to adopt a cautious driving style and avoid any sudden or aggressive maneuvers. The steering feedback is decent, and the brakes have good bite and stopping power.
      When it comes to the NVH levels, you may find yourself wishing for better insulation, particularly from a well-known brand like MG. The road noise can be considerable, and the whirring of the electric motor is also clearly audible. Moreover, the horn feels as if it’s placed right inside the cabin, which is partly true since the car’s compact design practically leaves no space for a long bonnet.
      MG Comet EV Review
      MG Comet compact car: The Perfect Fit for City Commutes
      MG claims that Comet has a certified range of 230kms. However, as with most range claims, they come with an ideal conditions disclaimer, and we don’t think that the practical range will go beyond 160-180 kms. In our driving experience, we managed a range of around 120 kms, which included considerable idling (stopping to film and shoot with AC on during the not yet peak Delhi summer heat), and generous use of the Sports mode.
      The range itself may not be much of an issue as Comet is being marketed as a regular city EV. However, the lack of fast charging capability is a major drawback. MG is offering a 3.3 kW charger, which can take the battery from 10 to 80 percent in 5 hours, while a full charge takes 7 hours. With public fast charging infrastructure coming up in key cities, the absence of fast charging functionality could be a disadvantage for Comet owners.
      MG Comet EV Review
      The Comet offers dual front airbags, ABS + EBD, ISOFIX mounts, TPMS, and an IP67 rated battery, which are all good safety features. However, we should note that as of now, there are no crash test reports available for the Comet.
      MG Comet EV: The Stylish Micro Car that everyone’s talking about
      There are several positives about the Comet, although there are also some areas where it falls short. Firstly, the indicated range of the car doesn’t seem to vary much when switching between different drive modes. Additionally, the NVH levels could be improved with better insulation. The lack of fast charging capability is questionable, especially considering the current availability of public fast charging infrastructure. Lastly, the 12-inch wheels don’t inspire much confidence in the driver.
      MG Comet EV Review
      Despite the mentioned shortcomings, the Comet is a practical urban car that can be a suitable option as a second vehicle in a household with a larger ICE sedan or SUV. It may be a choice as a first or only car for younger folks who prefer a comfy and practical ride over a 2W.
      In my opinion, the Comet from MG is an excellent option for those who typically drive solo (drives to office daily) or with just one passenger (school run) and have a daily driving route of around 40-50 km. This could take care of a quick round for daily chores too. When I was in the market for a new car, I was specifically looking for something that was affordable and practical, and the Comet seemed to tick all the boxes.
      MG Comet EV Launched
      It’s impressive that the introductory starting price point of approximately 8 lakhs is going to attract many. As someone who prioritises cost-effectiveness, has a preference for electric cars, and doesn’t require a large vehicle, the Comet from MG could be a choice.
      MG Comet has the potential to change the way we view cars in India, emphasising practicality, affordability, and convenience of a smart and small electric car for city driving. As someone who priorities efficiency, and cost-effectiveness, I think the Comet is an excellent choice for anyone who shares these values. More

    • 138 Shares199 Views

      in Electric Cars

      Citroen C3 Electric Review, Test Drive Report – Your Next EV?

      by

      Ahead of launch next month, we got a chance to test drive the new Citroen C3 electric – Here is why we think eC3 has the potential to make Citroen a mass market brand in IndiaCitroen C3 Electric ReviewLast Year in Goa when we were attending Citroen C3’s Media Drive, most journalists had questions about the lack of an Automatic Gearbox option on the C3. Stellantis’ Senior Management had confirmed that they intend to bring in an automatic at a later date.While most of us drew the conclusion that Citroen will bring in an AMT or an AT on the C3, not many of us would have expected that the first automatic C3 in India would actually be on C3’s electric version. Within 6 months of introduction of C3 in Indian market, Citroen has now unveiled the eC3, basically, the electric version of C3. We were invited for a short test-track drive of the eC3, and here are our first impressions of the electric hatchback.C3 EV Exteriors – Are they any Different?Aesthetically, the eC3 looks almost identical to the C3. Citroen’s team informed that they have used the same body shell of the ICE powered C3 on eC3, as it helps with costs (economies of scale). So, please don’t get surprised when you find a fuel lid at the rear left of the car. Unlike most conventional EVs, it doesn’t even get a closed front grille, so even that differentiating factor can be removed.Some of the key changes on its design include the ‘e’ badges on front doors, a charging port on front right fender and lack of a tail-pipe. Citroen also has included some new color options on the eC3, however, in the plethora of color combinations on offer, it wouldn’t be justifiable for the larger masses to remember the differentiation. Obviously, the easiest differentiator on the road, will be the green number plates which the eC3s will carry.Citroen C3 Electric ReviewOur opinion on C3’s/eC3’s design hasn’t changed. It is quirky yet it still manages to avoid being classified as polarizing, and over the period of time, grows over you.Citroen C3 Electric Review – DashboardWhat’s on the Inside?Once you step inside, you get a very familiar cabin (just that of the C3). However, the gear lever is now gone and there is a nice and elegant drive mode selector. Added benefit – more space in the already roomy cabin.Citroen has turned a little kinder and has added some additional features compared to the C3 – for example, now the cabin gets manual day-night interior rear view mirror. The battery pack is placed under the seats, which has helped the boot to carry a space of 315 litres. Its closest competitor, the Tiago EV offers a space of 240 litres in its boot.Citroen C3 Electric Review – SeatingWhat powers it?In terms of specs, the eC3 gets a 29.2 kWh battery pack which has a max power output of 57 PS and 143 Nm of peak torque. ARAI certified mileage happens to be 320 kms, however, we don’t think that the real-world range will go beyond 250kms, which is very decent for a car in this category. There is also an Eco mode on offer, which as the name suggests – limits the acceleration and helps with a longer range cover.The naturally cooled battery pack can be charged from 10% to 80% in just 57 minutes via fast charger. Interesting bit here is not the speed of charge, but Citroen’s claim that you can fast charge your car, every time, and it won’t impact the battery’s life in a negative way. A home charging mechanism via a 15 AMP plug point can charge the car from 10% to 100% in around 10.5 hours.Citroen C3 Electric Review – Battery ChargingHow is it to Drive?Once you are behind the wheel, and you push the accelerator hard, expect the car to give you electrifying acceleration, you will realize that you are in the wrong car. For that, it would be more sensible to either get the C3 with a Turbo motor, or invest in an EV which costs twice as much as the eC3.The eC3 is an extremely practical car which has the potential to become your daily in-city ride. The ride quality of C3 is something which we had praised earlier, and with the eC3, it further gets better. A lower centre of mass (thanks to the floor-stacked battery pack), has enhanced eC3’s ride quality.Citroen C3 Electric Review – Test DriveSteering feedback is reasonable, brakes do their job well and body roll has reduced (compared to C3). Acceleration is decent, you can do a 0-60 kmph in 6.8 seconds and the top-speed is limited to 107 kmph. All of it makes the eC3 a great city ride. However, we must confess that we could experience the eC3 only on a controlled test track. We are yet to experience how it fares in real-world conditions, along with road’s undulations and city’s stop & go traffic.VerdictCitroen has relatively been one of the late entrants in the Indian passenger car market. Its portfolio currently consists of its flagship – C5 Aircross and C3 – whose sales are slowly catching up. However, at the moment, Citroen’s market share is still low and it clearly has the intent to improve it in coming months. Hence, it plans to have an early mover advantage in the mass-market EV space, which at the moment is dominated by Tata Motors. With eC3, Citroen probably plans to pull off what the 800 did for Maruti Suzuki or first gen Santro did for Hyundai.Citroen C3 Electric Review – Boot SpaceC3 Electric has the potential to establish Citroen as a mass market car maker in India. With the eC3, Citroen almost has all the right ingredients, a fresh design, massive space on the inside, a decent set of creature comfort features, promise of a reliable post-purchase experience and segment leading comfort and ride quality. The only catalyst which it now requires for the sales to pick-up is right pricing. Aggressive launch prices might put on a little pressure on their margins, but it might be prudent for Citroen to take the bet and ride on the EV wave in India’s Passenger Car market. More