What owners actually say

+ Five Bharat NCAP stars across petrol, diesel and CNG, not just one variant

− Diesel DPF trouble at roughly 8,000 km intervals in mostly short city driving, progressing to oil dilution

+ The best interior quality Maruti has managed, with soft-touch surfaces and rich plastic textures

− Three stars for child occupant protection at Bharat NCAP

+ A genuinely roomy cabin for the money, with the tall-boy shape making it easy to get in and out of

− One star for adults and zero for children at Global NCAP in 2023, the weakest crash result in this catalogue

+ Six airbags, ESP, hill-hold, ABS with EBD and ISOFIX as standard equipment

− No Bharat NCAP result has been published for the India-built car, and the Euro NCAP three stars are for the Japan-built model

+ Holds its value better than anything else in its segment, with the petrol-AMT the strongest of the lot

− Two stars from Global NCAP for both adults and children, with the bodyshell and footwell rated unstable, and no newer Bharat NCAP result to replace it

+ Owners reaching six years and 43,000 km with nothing failing

− Global NCAP called the bodyshell unstable and flagged weak chest protection for the driver

+ Easy, light and genuinely cheap to run in city traffic

− AMT pulls away jerkily in traffic and on inclines

+ Feels sturdier and better built than the price suggests, a reputation it has held since launch

− The air conditioning takes its time and loses ground in stop-start traffic, which owners name as the main irritation

+ Runs for years with nothing but consumables

− One star for adults and zero for children at Global NCAP, on a structure the testers called unstable

+ Ride comfort is the standout: it smooths over broken city roads better than anything else at the money

− No stability control on any variant, at any price, which is what Global NCAP singled out and is still true

+ Cheap to buy, cheap to run and cheap to keep, which is the whole point of it

− Never crash tested in the specification sold today, and the last India-spec test, ten years ago, found an unstable passenger cell

+ Mechanically trouble-free over long ownerships, with owners reporting none of the rattles they expected

− Touchscreen lags, freezes and drops phone pairings

+ The handling is what owners lead with: Team-BHP reports call it intuitive and genuinely fun, to the point that more expensive cars start to feel flat afterwards

− No crash programme has published a result naming the i20 N Line. The 3-star Global NCAP rating you will find belongs to the base i20, measured on the two-airbag car in April 2022 under rules since retired, so it does not describe this one

+ Handling that reviewers in both markets single out: Auto Express calls it bang on message for a Mini

− Autocar India calls it a heart over head buy at the price, and scores price and verdict accordingly

+ Ride quality is what owners and reviewers both lead with: it soaks up broken roads better than almost anything at this price

− No crash programme has published a result for the petrol C3X. The zero-star Global NCAP rating you will find belongs to the electric eC3 and the five-star Bharat NCAP rating belongs to the larger C3 Aircross, so neither tells you about this car

+ The shell it is built on outscored every other car Australia's tester rated in 2018, and Europe named it the best small family car it crashed that year

− The five-star rating is eight years old and has formally run out, so a car built now is unrated at the one body whose wording covered it

+ High mileage owners report the motor and battery giving no trouble, one at 47,000km over three years and another at 38,000km

− No crash test result exists for the Tiago EV, from any programme, and the petrol car's four star rating does not transfer to it

+ Build quality that surprises owners, with no rattles or squeaks reported even after rough roads

− No crash-test rating from any programme, so its safety is genuinely unknown rather than merely modest

+ Genuinely frugal, and the AMT is the efficient one rather than the compromise

− Global NCAP rated the bodyshell unstable even on the three-star car

+ Five-star Bharat NCAP protection for adults and children, on the base variant upwards

− The 81 hp, 112 Nm three-cylinder is down on the outgoing four-cylinder and feels it

+ Five stars from Global NCAP for adults and children, under the stricter 2022 rules, on the base car

− Global NCAP judged the bodyshell unstable, and noted a child seat failure after the side impact

+ Five stars for both adult and child occupants from Global NCAP, 29.71 of 34 and 42 of 49

− Long-term dual-clutch reliability on the 1.5 TSI still unproven, and a replacement is expensive if it goes

+ Five stars for adults and children alike under Global NCAP's updated protocol, the highest score recorded at the time

− Air conditioning that owners say has to be set two or three degrees lower than it should to cool properly

+ Cheap and predictable to service, at roughly Rs 5,600 a year on ZigWheels' five-year figure

− Two Global NCAP stars for adults and zero for children under the current protocol, against five Bharat NCAP stars for the 3rd generation sold beside it

+ The e:HEV hybrid returns around 21 km/l on a magazine test loop, the best of any petrol car Autocar India has tested

− There is no Bharat NCAP rating for this generation, and the ratings in circulation belong to the previous generation or to the Thailand-built car

+ Four stars for both adults and children from Global NCAP, on the two airbag specification actually sold

− Global NCAP judged the bodyshell and footwell unstable, and rated driver protection only adequate

+ Five stars for adult protection at Bharat NCAP, the first Honda the programme tested

− Four stars rather than five for child occupant protection

+ The long haul is what it is built for, and owners here say so: hundreds of kilometres at a stretch in comfort, with the quiet and the seats doing most of the work

− The electrical record is the reason to buy carefully: several Indian owners report cars stopped by the 12-volt system, blank screens or a dead infotainment unit, and one defect case ended in a refund ordered by a consumer commission

+ Interior quality and fit that reviewers rate the best in the compact sedan class

− No Bharat NCAP rating and no Global NCAP star rating for the India-market car, so its crash performance is untested rather than merely average

+ Enormous pace out of a small engine: reviewers say the 2.0 turbo punches well above its size and transforms what a C-Class feels like

− What reviewers miss is the noise. Four cylinders cannot do what the old six did, and some of what you hear comes through the speakers, though not every reviewer minds

+ Properly fast in a way that still works on an Indian road, and reviewers rate the six cylinder engine as the heart of the car

− The five Euro NCAP stars you will see quoted against this name are the 320d's, not this car's: the programme's covered list stops at the 330i

+ The back seat is the whole point of the car and it delivers: 110mm more between the wheels than the standard 3 Series, plusher cushioning, and room for a six-footer to stretch out

− The soft setup costs it the sharpness a 3 Series is known for, with noticeable body roll and less eagerness to turn in

+ The cabin is the reason to buy one: reviewers single out the interior and the build quality above everything else

− Electrical faults are the pattern: sensors, warning lights, phone connectivity and flickering screens, often needing more than one dealer visit

+ Reviewers call it an excellent all-rounder, and the engine is the best part of it: quiet, smooth and linear rather than dramatic

− Watch the oil: owners of the 2.0 petrol report it drinking more than it should, and water pump leaks come up often enough that two publishers name them

+ The hybrid system is genuinely seamless, and in Eco it will run on battery far more of the time than you expect, even on the highway

− The steering tells you very little, so it is a car to be carried in rather than one to enjoy driving

+ The powertrain is the star: smooth, progressive and easy to drive gently, with the efficiency and range reviewers here rate as excellent

− The back seat is the weak point, and two Indian publications say so independently: the sloping roof costs headroom and the battery under the floor leaves you sitting knees-up with little support under the thighs

+ The cabin is the reason to buy one: reviewers describe it as a junior S-Class, and rate the materials and the sound insulation to match

− Rear headroom is tight, and a third passenger in the back will struggle; the panoramic roof is part of why

+ The back seat is the whole point of this car and reviewers agree it delivers: it reclines a long way, the seat base extends, and the shades, blinds and sunroof are all worked from back there

− Getting in and out is the price of the shape: the car sits low and the door openings are small, which reviewers say asks something of older or taller passengers

+ Genuinely rapid: the Performance variant claims 0 to 100 kmph in 3.7 seconds

− 145 mm of ground clearance is low, and you will be picking your way over the worse speed breakers

+ Seriously quick in a way that needs no noise: reviewers rate the acceleration as the headline of the car

− Ground clearance is the real problem on Indian roads, and Autocar India calls it a deal-breaker rather than a niggle

+ The first 5 Series built around the person in the back, and the long wheelbase shows: a well padded, properly supportive rear bench with real room

− No reclining rear seats, no rear sunshades and no rear entertainment, which rivals at this money do offer

+ The rear seat is the whole point and it delivers: 110mm more between the wheels than the car the rest of the world gets, and reviewers rate the legroom highly

− The certified range is optimistic: measured testing and independent road use both land well short of it, so plan trips on what you see rather than on the brochure

+ Handles beautifully for what it is, and every reviewer who drove it leads with that rather than with the power

− Four stars rather than five under the current tests, and the five-star rating still shown against this name belongs to the car it replaced

+ Staggeringly fast and far more powerful than the M5 it replaces, which is the first thing every reviewer says about it

− The weight is the whole argument about this car: the hybrid hardware pushes it past 2,400kg, and evo points out its power-to-weight figure is actually worse than the lighter car it replaces

+ No recall has been issued against this generation so far, which is rare for a car with this much technology in it

− Electronics are where owners have trouble: the many-motored seats, the air suspension and the infotainment

+ Five-star Bharat NCAP result, 29.86 of 32 for adults and 44.95 of 49 for children

− Charger red-light fault that owners report returning even after the charger is replaced

+ Five-star Bharat NCAP protection on the 2026 facelift, 30.58 of 32 for adults

− Fit and finish: panel gaps and rattles reported as a daily annoyance

+ Five-star Bharat NCAP crash protection for adults and children alike

− Recurring electrical faults, including a recalled PEPS ESCL part on May 2023 cars

+ Five-star Bharat NCAP result, 30.08 of 32 for adults, among the first cars India tested

− Rattles from door pads and the B-pillar reported across multiple long-term owners

+ Five Bharat NCAP stars and a Global NCAP Safer Choice Award

− Infotainment and cluster glitches, including screens blanking while driving

+ Bharat NCAP adult score of 31.09 of 32 on the facelift, standard across variants

− Real-world range of 304 km on Autocar India's test against a 468 km claim for the 40 kWh car

+ Fuel economy is the headline: Autocar India's long-termer sat around 18kpl and owners report 15kpl in mixed traffic and 22kpl on a long run

− No Bharat NCAP rating, and the two overseas tests of the India-built car disagree by three stars

+ Engines and gearboxes that long-term testers and owners alike report needing nothing but scheduled servicing

− No crash rating exists for the India-spec car on sale today

+ Maximum 32 of 32 Bharat NCAP adult protection score

− Real-world range of 401km against a 622km claim on Autocar India's test

+ Five-star Bharat NCAP result, 31.15 of 32 for adults, and it applies to every variant including the N Line

− Petrol variants lose value much faster than the diesel manual in years four and five

+ Five stars for both adult and child occupants from Global NCAP, 29.64 of 34 and 42 of 49

− Driver's side power window reported as hesitant, the most commonly repeated niggle

+ Five stars for both adults and children under Global NCAP's updated protocol, among the first Indian-built cars to manage it

− Early cars drew a run of electrical and fuel system complaints, including engine warning lights and failed fuel pumps

+ Top of the premium SUV segment for resale value in Autocar India's study with OLX Autos

− Expensive to buy, which is the trade the resale value is there to offset

+ Five-star Bharat NCAP protection for adults and children

− Feels top-heavy through corners, with steering Autocar India describes as disconnected

+ Five star Global NCAP adult occupant protection, 32.31 of 34, on one of the cheapest SUVs sold in India

− Child occupant protection only three stars, 33.64 of 49, well behind the segment's best

+ Battery holding about 95 percent of its health past 70,000 km, on one owner's service report, with no sign of a cliff

− No Bharat NCAP or Global NCAP result exists for the India-spec car. The famous five star rating is Euro NCAP's, awarded to the European car, which is sold with radar and autonomous emergency braking that the Indian car does not get

+ Rides better over broken roads than almost anything at the price, and gets flatter the faster you go

− One engine, a diesel, which is awkward where diesels face a ten year limit such as Delhi NCR

+ Four stars for children at 41.11 of 49, the best any made-in-India car achieved in that round of Global NCAP testing

− Two airbags across the range, which is what the crash test measured and is behind most rivals at the price

+ The 2.2 mHawk diesel and its gearbox, still smooth and strong at 50,000 to 65,000 km

− Software and electronics niggles: instrument clusters going blank, Android Auto and CarPlay dropping out, hill hold assist that does not always engage

+ Genuinely capable off road, with 210 mm of ground clearance and low-range four-wheel drive

− No Bharat NCAP or Global NCAP crash result exists for the Indian car, so there is no independent safety rating

+ A perfect 32 of 32 for adult protection from Bharat NCAP, the first car to score it, with 45 of 49 for children

− Software has been the sore point since launch, with features sold on the brochure arriving months later

+ Five-star Bharat NCAP result with 31.97 of 32 for adults, and the rating covers the 59 kWh cars as well as the 79 kWh one

− Software has been the weak point since launch: features promised at purchase arrived late, and The Ken found buyers across six cities waiting on them

+ Refinement is the thing owners and testers keep coming back to: no vibration, no idle thrum, just a smooth surge

− Real range lands roughly 25 percent short of the 502km claim in every published full-charge test

+ Ride comfort, the old car's weak point, retuned so it no longer crashes over broken roads

− Styling that reviewers call divisive, much more aggressive than the car it replaces

+ Five stars from Bharat NCAP for adults and children alike, with six airbags and ESC standard from the base variant

− The turbo petrol drinks hard in traffic: under 10 km/l on an instrumented city run

+ A five star Bharat NCAP result that applies across the range, not just to the loaded variant

− Rear seat space and comfort are not the best in class, and the coupe roofline costs headroom if you are over six feet

+ Five star Bharat NCAP result, 28.54 of 32 for adults and 45.25 of 49 for children

− Two owners went public in mid 2026 with faults their service centre struggled to resolve: water entering the cabin through a misrouted air-conditioning drain in one case, a dashboard crack with no impact in the other

+ The V6 petrol is the star: smooth, strong and quiet, and reviewers rate it a fine replacement for the diesel it took over from

− Reliability is the real worry: owner surveys put it at the bottom of its class, and repairs here were both expensive and slow, with the maker meeting only about half the cost

+ The V6 petrol and the refinement around it are what reviewers keep coming back to: smooth, strong and quiet on a long drive

− Electronics are the weak spot: faults that are hard to pin down, many of them software, plus brakes that grind or squeal and do not always stay fixed

+ The quietest cabin reviewers can find at the price, and a ride that stays composed on broken roads even on the biggest wheels

− The 12 volt battery goes flat if the car stands for weeks, the one complaint owners of this generation repeat

+ The ride quality reviewers keep coming back to: soft over city bumps without float, and settled at speed

− The turbo automatic returns around 9.5 to 11.5 km/l in city traffic against a certified 18.7, so budget for the real figure rather than the sticker

+ Autocar India calls it more involving, more confident and more fun than the standard Creta, so the N Line badge is doing real work rather than adding stickers

− No crash programme has published a result naming the Creta N Line. The 3-star Global NCAP rating you will find belongs to the older two-airbag base Creta tested in April 2022 under retired rules, and the 5-star ASEAN NCAP result is the Indonesian-built facelift, so neither describes this car

+ The ride is the whole reason to buy this car. Autocar India's testers keep returning to the hydraulic cushion suspension, which flattens broken roads in a way nothing else near the money manages

− No programme has crash tested the India-spec car. The four star Euro NCAP result is a 2019 European test of this generation, and five stars needed an optional safety pack

+ Six airbags standard across the range on the current car, which is rare this far down the price list

− Two stars for child occupant protection is the weakest part of its crash result, and no newer test exists

+ The ride is the reason to buy it: reviewers rate it among the most comfortable in the class, and better than what the GLC and the 3 Series manage

− The screen and the software are the common complaint: reviewers put the infotainment a couple of generations behind current BMWs and Mercedes, and owners report it freezing and dropping phone connections

+ Genuinely capable off road in a way almost nothing else on sale here matches

− One star at Euro NCAP for this generation, and three at ANCAP only after safety kit the Indian car does not fully get

+ Five stars at Bharat NCAP for adults and children, 31.49 of 32 and 43 of 49

− Still thin on ownership record: no service invoices or used values exist for it yet, and the one range test published so far is a single run

+ Five stars from Bharat NCAP, with 31.14 of 32 for adults and 44.73 of 49 for children

− Fit and finish is below the segment standard, with scratchy plastics and buttons that do not all feel the same

+ Five stars from Bharat NCAP, 30.49 of 32 for adults and 45 of 49 for children

− Real-world economy is well short of the claim and, in Autocar India's view, on the low side even against rivals

+ The safest petrol sub-four-metre SUV Bharat NCAP has tested, and the rating applies to every variant

− The firm suspension that makes it fun also makes low speed town ride jarring over bad surfaces

+ How quiet it is: Indian reviewers single out the cabin insulation as the thing that marks it out as the flagship

− The brake pedal does not bite consistently, which Autocar India rates its main driving flaw

+ The safest score any petrol or diesel car has managed at Bharat NCAP, and the first ladder-frame SUV to take five stars

− Electrical niggles reported by a magazine long-termer and owners alike, including the instrument cluster going blank while driving

+ Slick and characterful to drive, and quicker than most buyers expect

− The driver assistance can brake abruptly and owners find it intrusive, though updates have calmed it

+ Owners report it as close to trouble free, with the engine and gearbox giving no bother over tens of thousands of kilometres

− No Bharat NCAP or Global NCAP result exists, so there is no crash rating for the Indian-specification car

− Run-flat tyres and no spare wheel, the complaint owners here raise most often

+ The highest Autocar India score of the four Volvos on sale here, 8 out of 10, for a stylish city car with more than enough performance

− Almost nothing has a button. One portrait screen runs the headlights, the mirrors and even the glovebox, and there is no display behind the steering wheel at all, so your speed lives off to the side

+ The rear seat is the point of the long-wheelbase car, and reviewers agree it delivers: Autocar India rates the rear left seat the best place to be, with room to stretch out fully, and evo India found all four seats ventilated and massaging

− Ride comfort is the one real complaint, and it is about wheel size: Autocar India found the 22-inch wheels and 285/45 tyres could not soften India's potholes and rated the ride a notch below cars at the same money, and CarWale says the air suspension still kicks over sharp edges

+ It does most of what the full Range Rover does for a lot less money, which is the whole argument for it, and Autocar India makes exactly that case

− The ride is the recurring complaint, not the handling: Autocar India found it choppy at low speed on the 22in wheels and suggested smaller wheels with taller tyres, and it is the one thing costing the car points in that publication's rating

+ It feels special inside and relaxing to drive, which is most of why people buy it: What Car? calls it desirable, refined and well equipped, and rates the driving position among its real strengths

− Reliability is the real reservation, and it is a class ranking rather than a feeling: joint 51st of 76 in its class, with the air conditioning, the electrics and the screen the usual culprits

+ It is plusher inside than mainstream family SUVs at the money, and reviewers consistently say the fittings feel properly made

− Owner-reported reliability is the worst of any Land Rover in What Car?'s survey, with 42 percent of cars having had a fault

+ The strong hybrid returns 20 km/l or so in city traffic, which no petrol rival in the class approaches

− No crash test result exists for this car from either Bharat NCAP or Global NCAP, so its safety is unrated

+ The strong hybrid's economy is the reason to buy it: Autocar India measured 22.08kpl overall, 23.77 in the city, and saw 21 to 22kpl across 7,000 km of long-term running

− No Bharat NCAP or Global NCAP rating has ever been published for it, despite Autocar India reporting it was among the first Marutis lined up for testing

+ It rides beautifully for something this big on 23-inch wheels, which Autocar India puts down to the five-link rear suspension

− The price is the headline objection and Autocar India says so plainly, calling it exorbitant even against the Autobiography it sits above

+ It stays flat through fast corners in a way a two-and-a-half tonne SUV has no business doing, and that is the 6D Dynamics suspension doing its job: it replaces anti-roll bars with hydraulically linked dampers that pump fluid between each other to hold roll and pitch in check (Motoring World, evo)

− The ride is firm, and Autocar India felt every rut and crack in the road on the optional 23-inch carbon fibre wheels, scoring ride quality 7 out of 10 and saying plainly that it is not as pliant as some rivals. Worth a test drive on your own commute before you tick that wheel

+ The design is the reason to buy it and Autocar India says so, scoring the look 9 out of 10 even after a facelift that changed very little

− Almost everything now lives in the touchscreen, including the climate and the terrain modes, and Autocar India found that means digging through menus for things a dial used to do

+ It goes properly off road and still rides well on the way there, the combination the old Defender never managed: MotorBeam's test of the India-spec car calls the off-road ability superb and the ride excellent in the same breath

− The screen and the electrics are where owners lose time: infotainment faults and unexplained warning lights are the most reported problems in What Car?'s survey, and the AdBlue light on diesels comes up again and again

+ The 1.0 turbo is the reason to buy one: rev-happy, responsive, and in a car of just over a tonne it makes this one of the more entertaining small crossovers on sale

− Never crash tested under this name. The Global NCAP four-star result is the older Urban Cruiser and the Bharat NCAP one is the Baleno

+ Real-world range holds up better than most: about 400 km measured, and the highway figure is actually the stronger of the two

− No Indian crash programme has tested it under its own name, so its rating here is technically unmeasured

+ Six airbags and ESC standard on every variant, base car included

− No Bharat NCAP rating for the India-spec car, so its crash performance is simply unmeasured. The one-star Global NCAP result widely quoted against it is a two-airbag export car built for South Africa, not the six-airbag car sold here

+ Built to be abused, with a ladder frame that shrugs off roads that unsettle softer SUVs

− Never crash tested by Bharat NCAP or Global NCAP, so there is no independent measure of how it protects you

+ Body-on-frame construction that reviewers say shrugs off road surfaces that unsettle a crossover

− One star from Global NCAP for adults and one for children, on an unstable passenger cell

+ Owners rate the build as solid for the money and report few mechanical complaints in the first year or two

− No crash test result exists from either Bharat NCAP or Global NCAP, so there is no independent measure of how it protects you

+ The second row is the reason to buy it: ventilated seats, adjustable under thigh support and genuine comfort on a long day

− Never crash tested by Bharat NCAP or Global NCAP, so any star rating you see quoted for it has been borrowed from another car

+ Genuinely quick: Autocar India scores performance 9 out of 10 and calls 300hp a lively performer

− Autocar India reports a fair bit of body roll from the high centre of gravity, even though grip is good, and CarWale reads the body control the other way, so judge it on a test drive

+ Owners and testers both find the range genuinely usable, with Mumbai to Pune done on a single charge

− No crash test result exists for it from any programme, so its safety is unmeasured

+ Properly quick and you can use it every day: Autocar India's verdict is that it fits the all-weather family sports car brief about as well as anything does here

− The ride is stiff on the big wheels, and two publishers tell you to pick your way around broken roads

+ This is the Defender that actually carries people and their luggage at the same time: Autocar India measures 389 litres of boot with all three rows up, so the third row does not cost you the bags the way it does in most seven-seaters

− It is a long car for Indian roads, and Autocar India says the added length can prove cumbersome on smaller back roads. If your week involves narrow lanes and gated basements, drive it there before you buy it

+ Practicality and all-round ability are what Autocar India names as its strengths, and they are the reason this car exists

− Expensive, which is Autocar India's one-word weakness for it and hard to argue with at this price

+ The V8 is the point of this car and testers do not pretend otherwise: CarExpert and Car Enthusiast both rate the way it accelerates and the way it rides on air suspension, and the short body makes it the most playful Defender

− The boot is the compromise you are buying, and reviewers who loaded it say so: Top Gear's long-term 90 found the space tall rather than deep so longer trips mean folding the back seats, evo's V8 fast fleet car managed a light food shop with the seats up, and Car Enthusiast calls the published seats-up figure optimistic because the seatbacks sit so close to the tailgate. Figures quoted for it run from roughly 240 to 400 litres depending on where you measure to, which tells you how awkward the shape is

+ Five stars from Bharat NCAP with 31.66 of 32 for adults, and a separate five-star Global NCAP result on top

− The 103hp naturally aspirated petrol feels strained at highway speeds with the car full of people and luggage

+ Named the best small SUV Euro NCAP tested in 2025, with full marks protecting six and ten year old children

− Real-world efficiency is merely decent for a car this advanced, and the heat here does not help

+ Five stars from Bharat NCAP, 30.49 of 32 for adults and 45 of 49 for children, with the rating applying to every variant

− The 1.0 turbo has real lag: Autocar India found steep inclines needing clutch slip to get moving, and enthusiastic driving needing constant gearchanges

+ Owners reporting to Autocar India single out ride comfort, strong performance and a beautifully finished cabin

− Thirsty in town: owners reporting to Autocar India put city economy at no more than about 7 kmpl

+ A genuinely well-rounded car to drive: reviewers find body roll contained and grip good, without the SUV wallow

− The low-speed ride is firm rather than plush, and India gets neither air suspension nor adaptive dampers to soften it

+ Five stars from Bharat NCAP for both adults and children, and the child score is among the highest the programme has published

− The crash-tested cars were petrol, and sources disagree on whether the five star rating formally covers the diesel

+ Genuinely more fun than the standard Venue: firmer suspension and heavier steering make it feel planted and communicative on a good road

− The stiffer setup costs real comfort: reviewers found bad roads unsettle the cabin more than the class should

+ Top Safety Pick+ from the IIHS two model years running, on the facelifted body sold here

− Euro NCAP gave the pre-facelift car only 63 percent for protecting people outside it, and no body has retested that pillar since

+ Five star Bharat NCAP result, 27.13 of 32 for adults and 44.41 of 49 for children

− Driver's chest protection rated weak and the right shin marginal in Bharat NCAP's frontal offset test

+ The cabin genuinely feels like a European luxury car inside, which is not something you can say of much at this money

− Real-world range lands well short of the claim: 369 km against 542 km when CarWale ran one flat

+ Reviewers find it better proportioned and sharper looking than the Kodiaq it shares a price band with

− Manual seat adjustment on a Rs 47 lakh SUV, which reviewers called out and our own spec data confirms

+ Five stars at Euro NCAP under the current protocol, with 87 percent for adult occupants and 80 percent for its driver aids

− Euro NCAP penalised it for poor compatibility, meaning the risk its front structure poses to people in a smaller car it hits

+ Second highest vulnerable road user score ANCAP had recorded under its 2020 to 2022 rules, at 81 percent, with pedestrian collisions avoided or mitigated in every forward test

− Expensive even by the standards of what it is: reviewers say European SUVs at the money are far more luxurious and better equipped

+ Five ANCAP stars with 91 percent for adult occupant protection and 92 percent for its driver aids

− 84 percent for child occupant protection: ANCAP could not correctly install many child restraints in the second row because of top tether routing, nor fit convertible seats easily to the third row ISOFIX

+ Five stars from Euro NCAP with no weak category: 89 percent for children, 84 for adults, 81 for other road users and 81 for the driver aids

− Euro NCAP crashed the plug-in hybrid, not the petrol sold here, so the rating describes a close relative rather than this exact car

+ Ride comfort is the reason to buy it: reviewers rate the suspension the best in the segment over broken city roads, and it stays composed with the car full

− No crash test exists for the AircrossX itself: the five-star rating was earned by the pre-rebrand five-seat turbo petrol automatic

+ Space and comfort are what reviewers lead with: a genuinely roomy cabin that seats three across the back without complaint

− Reviewers here say it is starting to feel a generation behind inside, and there is no Sport mode at all

+ It drives like a G and then some: CarWale calls it immensely powerful and says the road presence is all there, and Digital Trends found it close to interchangeable with the petrol six apart from range and charging

− The back seat is the weak point, and two publishers say so independently: spacious enough, but short on support under the thigh, set higher than the middle row and awkward to climb into because the car sits so tall

+ The diesel is genuinely quiet: reviewers describe it as near silent and smooth at town speeds

− The diesel makes 150hp, down on the X1 that came before it, and reviewers argue this class now wants nearer 190hp

+ The ride is the big gain over the old X3: adaptive dampers come as standard and the switch away from run-flat tyres takes the edge off bad roads

− Cabin materials are the sorest point: reviewers call out hard plastics and a fabric dashboard that collects dust at this price

+ Drives better than the Q3 used to: Autocar India gives ride and handling 9 out of 10 and 8 out of 10 overall, and Motoring World calls it more enjoyable to drive than its anonymous predecessor

− Reviewers split on the low-speed ride: Team-BHP felt sharp bumps and broken roads inside the cabin and heard suspension noise seeping through, where Autocar India was happy with it

+ It is the boxier electric Volvo it is based on, in a better-looking body, and reviewers rate the driving and the build quality exactly as highly

− The sloping roof costs you space in the back, and reviewers name the second row as the compromise you make for the shape

+ Five stars from Euro NCAP with 90 percent for adult occupants and 87 percent for the driver aids

− 64 percent for vulnerable road user protection, its weakest score and low in absolute terms, not just relative to the rest of the card

+ Five stars from Euro NCAP on the same pre-facelift car India sells, with 88 percent for child occupant protection

− 76 percent for vulnerable road user protection, fair rather than good for something this heavy in city traffic

− Too new for anyone to have lived with. It went on sale on 4 September 2026, and three weeks on there is still no independent road test, long-term test or owner report of the India car

+ The reworked Da Vinci damping, which reviewers call a clear step on from the XUV700 rather than a marketing name

− Climate control has moved into the touchscreen, which reviewers across three publications call a step backwards for something you adjust while driving

+ Gets unusually close to its claimed range, at a tested 432 km against 473 km certified

− Never crash tested, so there is no independent measure of how it protects you, and the Creta's 3-star result is a different car

+ The ride is the thing everyone who has driven it mentions. Autocar India found it settled and comfortable over bad roads despite 19-inch wheels and about 2.1 tonnes to carry, and the Team-BHP owner rates the suspension better than almost anything else they have driven

− The cabin is where the money stops showing. Autocar India found hard plastics, rough edges, crooked stitching and panels that do not line up, which is a shame in a car that otherwise feels a class above

+ Autocar India's verdict in three words: a practical e-go-kart, so the Mini driving feel survives the move to electric

− Owners report the real-world range falls short of the official figure, and no independent measured test has been published to tell you by how much

+ The hybrid is the best thing about it: reviewers find it smooth and quiet, and it pulls from a standstill without the strained note these gearboxes usually make

− No ventilated front seats, which reviewers single out as a real miss at this price in our summers

+ The rear seat got usefully better with the current car, which is where the old one lost buyers

− You sit low for something sold as an SUV, so it feels more like a tall hatchback from the driver's seat

+ The active suspension is what changed on this one, and both Top Gear India and evo India say it is the difference: a 2.5 tonne off-roader that corners and settles far better than it has any right to

− Buy it to drive yourself. Team-BHP rates the back seat ordinary for the money and says the car suits a self-driven owner, so if you will mostly be chauffeured, look at an S-Class or a GLS instead

+ The back seat is why this car exists and it works: 108mm more between the wheels than the standard X1, with new cushioning, a longer seat base and a backrest that reclines

− The 1.5-litre three-cylinder is the weak link: reviewers call it adequate rather than enjoyable, and this is not a BMW you buy to drive yourself

+ The diesel is the one to have, and both reviewers and owners rate the engine and its eight-speed automatic among the best of their kind

− The ride is lumpy at low speeds, which is where you spend most of your time in a city

+ The engine and gearbox are the part reviewers do rate: strong real pace, and a six speed automatic one tester called seamless

− Three publishers say the sporting badge does not deliver sporting behaviour, and two of them tell you to buy the comfort focused RX instead

+ The interior is the reason to buy it: reviewers call it classy, beautifully finished and the most comfortable place in its class to sit in the second row

− The ride is firm at low speeds, which is where you spend most of your time in a city

+ The ride is the point: reviewers call it comfortable and the cabin plush, and this is the Volvo to buy if you want to arrive unruffled

− Not a car to enjoy driving: reviewers are plain that it is comfortable rather than exciting, and the 250 hp petrol lacks the punch some rivals have

+ Autocar India says the cabin feels larger and airier than any Countryman before it, and better than some rivals for space

− The smaller turbo petrol lacks the zest you expect of a Mini, which is Autocar India's main reservation

+ A cabin reviewers call genuinely premium for the money, with soft touch materials and switchgear that feels expensive

− Never crash tested in India-spec by Bharat NCAP or Global NCAP, so the five star rating widely printed against it belongs to a different market's car

+ Over 31,000 km in one magazine's hands with no faults and no maintenance spend recorded in any report

− The brake pedal lacks bite, so you lean on the regeneration to slow it, which is most obvious on a long descent

+ Off road is still what it is for, and every reviewer who took it there says the hardware does the job without fuss

− Reviewers split on the ride, so take a long test drive on the roads you actually use: CarWale found it bouncy and wearing on Indian surfaces and Autocar India scored ride and handling 6 out of 10, while Top Gear India and Team-BHP both rate it comfortable

+ It drives far better than 2.4 tonnes of coupe-roofed SUV has any right to: Autocar India found a shocking amount of poise through the twisties and scores ride and handling 8 out of 10, and Team-BHP says it holds its line without effort

− The reviews split on low-speed ride and it is worth knowing before you buy: CarWale says sharp pot holes and uneven roads mean you will feel almost everything and marks it 7.5 out of 10, and Team-BHP calls it very jiggly in Sport mode, while Motoring World and evo India were happy with it

+ Team-BHP calls it a well engineered car with good build quality and fit and finish that stays consistent around the cabin

− No crash programme has published a result naming the Syros EV. The 5-star Bharat NCAP rating you will find belongs to the petrol Syros, and this car carries a battery in its floor, so the rating is unknown rather than inherited

+ Autocar India's verdict is that the aggressive pricing is the story: the top XEV 9S shares its battery and motor with the equivalent XEV 9e and undercuts it by over Rs 1 lakh

− Bharat NCAP has published no crash result naming the XEV 9S. Its INGLO platform relatives the XEV 9e and BE 6 both hold five stars, but a shared platform is not a shared crash test and this is a longer three-row body, so treat the rating as unknown rather than inherited

+ The suspension is the star: flat, unflustered and quiet over bad roads even with seven aboard

− The nine-speed automatic is slow to respond, and owners rate it the weakest part of the car

+ Owners taking these past 20,000 and 40,000 km commonly report no breakdowns and no recurring faults, with the car going in only for scheduled service

− Infotainment is the weak spot every source names: screens going blank and being replaced under warranty, apps stopping after an update, and a system slow enough that the air-con is out of reach until it boots

+ A genuinely roomy cabin, which is the whole reason to pick the Plus over the standard Hector

− No crash-test rating from any programme, despite MG saying in 2021 that one was coming

+ Comfort is what this car is for, and every publisher that drove it said so. CarWale and ZigWheels both single out the ride, which stays settled over broken roads and stable at speed, which is not easy in a seven seater

− Nobody has crash tested it. The 2019 three-star Global NCAP result you may find belongs to the old Hector, and this is a different car on MG's new ADAPT platform, so there is no independent rating for it at all yet

+ It is far more civilised on broken roads than a hardcore off-roader has any right to be: Autocar India drove it through Mumbai traffic and found it handles patchy surfaces better than ladder-frame rivals like the G-Wagen or the Wrangler

− It drinks fuel, and every tester who has measured it ended up well short of the official figure. Nobody has measured it on Indian roads yet, so the number you see quoted is not a promise

+ Autocar India rates the whole package as the value pick of the small electric SUVs, and puts the real-world city figure at a usable 220 to 250 km rather than anything heroic

− No crash programme has published a result naming the XUV 3XO EV. The five Bharat NCAP stars you will see quoted belong to the petrol and diesel XUV 3XO, and this car carries its battery in the floor, which is the part a crash test is measuring. Treat the rating as unknown rather than inherited

+ Ride comfort is the strength every reviewer leads with, with the suspension soaking up broken roads well for a ladder-frame SUV

− No crash programme has tested it, so its safety is unmeasured, and nor was the Gloster it replaces

+ The diesel is the one to have and it is the best thing about the car: enough torque that overtaking needs no planning, and quick enough that you forget how big it is

− Economy is the weak spot, and all three publishers we read say so. The petrol is thirsty; take the diesel if you cover distance

+ The V8 is the whole point and reviewers agree it delivers: 507hp, 770Nm and 0 to 100kph in a shade over four seconds

− No crash test of an SQ8 turned up at any programme, so the five stars quoted beside this nameplate belong to the 3.0 litre Q8, and Australia's programme says in its own words that other variants are unrated

+ The diesel is the reason to buy it: huge pulling power low down, and reviewers describe the performance as effortless rather than explosive

− Never crash tested by any programme, so the five stars you will see quoted for it belong to the Toyota it is built on, not to this car

+ The pace is the real thing and every reviewer says so: 640hp, 850Nm and 0 to 100kph in 3.6 seconds, in a car that will carry a family and their luggage

− No crash test of an RS Q8 turned up at any programme, so the five stars quoted beside this nameplate belong to the 3.0 litre Q8, and Australia's programme says in its own words that other variants are unrated

+ The second-generation 2.2 mHawk diesel: 130hp and 300Nm, quiet, near vibration free, and pulling from about 1,000rpm so overtakes need no planning

− Never crash tested in this form, and the 2016 Global NCAP result on the same generation was zero stars for adults with an unstable bodyshell

+ Autocar India's verdict is that it is honest to the core: it does exactly what it sets out to do, which is move nine people over roads that would trouble anything else at the price

− The side-facing third row bench does not come with seatbelts, per Autocar India. If you are buying this to carry a family, that is the single most important sentence here

+ Three genuine rows with a roomy, adjustable middle bench and big, airy windows

− Only a three-star Global NCAP result from 2019, under a protocol Bharat NCAP has replaced, and no Bharat NCAP rating since

+ Cabin noise well below the Crysta's, which owners raise more than any other improvement

− Headlights owners call inadequate for highway driving at night, the single most repeated complaint

+ Reliability that holds up over a decade rather than a warranty period: owners report engines still tight past 1.4 lakh km

− No Bharat NCAP or Global NCAP rating exists for the India-spec car, so its crash performance is unmeasured. The five star result widely quoted for it is the Indonesian car tested by ASEAN NCAP, which had seven airbags

+ Seven seats and a removable third row in under four metres, which nothing else at the price manages

− Depreciates faster than any other MPV in Autocar India and Spinny's transaction data, and the AMT worst of all

+ The second row is the reason to buy it: reviewers rate the heated, ventilated, massaging captain's chairs with ottomans against cars costing far more

− No crash programme has tested it under the MG name, so its Indian rating is technically unmeasured

+ Captain chairs make the third row genuinely reachable, which matters if older passengers use it

− Never crash tested by Bharat NCAP or Global NCAP, so no independent safety result exists for it

+ Genuinely usable third row, which most seven seaters at this money do not manage

− Global NCAP rated the bodyshell unstable, with marginal chest protection and weak foot protection for the driver

+ Five stars from Bharat NCAP, 30.43 of 32 for adults and 45 of 49 for children

− Interior plastic quality is mediocre, and some pieces feel budget grade in a car costing close to Rs 30 lakh

+ The second row is the whole point and reviewers say nothing under about Rs 2 crore touches it: heated, cooled, massaging seats with ottomans

− The ride is not as good as the money suggests: reviewers report bumps coming through at low speed and more road noise than expected

+ Five stars from ANCAP with 90 percent for adult occupants, and the rating covers the petrol, diesel and hybrid range after fresh tests on the hybrid

− 68 percent for vulnerable road user protection, well short of the low eighties its size rivals return

+ Rides beautifully: soft over broken surfaces at low speed and still settled when you get going

− The floor sits high because the battery is under it, so you climb in rather than step in

+ Nothing else on sale here carries six people in this much space and comfort, which is the whole reason it exists

− Those clever rear seats are heavy to shift, so rearranging the cabin is a two-person job rather than something you do at a traffic light

+ Space and comfort are what it is for, and reviewers rate both highly for the money

− Never crash tested. The Ertiga's three-star result, on a structure the testers called unstable, belongs to the Ertiga and not to this car

+ Two magazines measured the 51.4 kWh car independently and landed close together, 364 km and 372 km, so the real-world number is unusually well established for a car this new

− Real range lands at roughly three quarters of the 490 km claim, so treat the brochure figure as a best case

+ Diesel manual measured at 18.01 km/l overall, within touching distance of its 19.54 km/l claim

− No crash-test rating exists for the Clavis from Bharat NCAP or Global NCAP. The 3 star adult result in circulation belongs to the pre-facelift Carens, a different car in this catalogue

+ Space is the point and it delivers: reviewers rate all three rows, and the boot grows a long way once the rear seats fold

− No crash programme has tested it, and its four airbags are two fewer than hatchbacks at half the price now carry, in a seven seater

+ The packaging is the trick nobody expects at this price: CarWale's reviewer, by his own account a heavy build, sat in the third row with both front rows set for him and still had room, in a car shorter than a Creta

− No crash programme has published a result naming the Gravite. It is a rebadged Renault Triber and that car's rating does not transfer, so treat this one's safety as untested rather than inherited

+ Takes hard use in its stride, which is why small fleets and courier operators keep buying it

− Global NCAP found the passenger compartment collapsed in 2016, and the structure has not been retested since

+ Body-on-frame construction and the four-wheel-drive hardware are the reason people buy these, and reviewers say the new one has not softened either

− Unladen ride is bouncy and jiggly on the leaf-sprung rear, which is what every leaf-spring pickup does empty and it settles once the bed is loaded

+ The six-cylinder is the reason to buy it: responsive, hard pulling and happy to be worked (CarWale, evo India)

− What reviewers miss is drama. More than one calls it competent rather than thrilling, a coupe that nails the brief without raising the hair on your arms

+ More usable here than its badge suggests: evo India found the ride better than expected on genuinely rough roads and calls it daily-drivable, and a Team-BHP owner was surprised how comfortable the suspension is for a competition car

− Firm even in Comfort, with sharp bumps reaching the cabin and the ride occasionally brittle over bad surfaces (Autocar India)

+ The optional manual gearbox is why people buy this car, and Autocar India reckons it adds the feel of another 50hp without changing the engine at all

− That manual is hard work in traffic: Motoring World calls peak hour in it quite a work out, and Autocar India says the shifts take real effort to get right

+ It is a relaxed cruiser rather than a hard sports car, which is what most people actually want from a convertible (Autocar India, Car India)

− The back seat is for children or short trips, and the boot is small: that is the price of the folding roof, and reviewers say it plainly

+ The ride is the surprise: Autocar India scores it 9 out of 10 and says that in Comfort mode it rides more comfortably than many luxury sedans

− The roof mechanism eats into the boot, so this is a two-bag car rather than a four-bag one (Autocar India)

+ The roof is the point and it works: an electric fabric roof that opens in 18 seconds, with a sunroof mode that slides it partly back, on Autocar India's reckoning

− A 215 litre boot, falling to 160 litres with the roof folded, which all three publishers who drove it call too small for family luggage

+ Genuinely quick: Autocar India's VBox recorded 0 to 100 kph in 3.69 seconds on a damp track

− No crash test result exists for it from any programme, so its safety is unmeasured