The MV Agusta Enduro Veloce LXP Orioli is a limited-run adventure motorcycle built as a tribute to four-time Dakar Rally winner Edi Orioli. Limited to just 500 individually numbered units, it stands out with its pearl white, red and green rally-inspired livery, aluminium panniers and wire-spoke wheels. Power comes from a 931cc inline-three engine producing 124hp and 102Nm, paired with premium Sachs suspension, Brembo brakes and a comprehensive electronics package, making it the most exclusive version of the Enduro Veloce.
Audi will pursue a broader powertrain strategy spanning battery-electric vehicles, plug-in hybrids and combustion engines, stepping away from its earlier plan to become an all-electric carmaker. Global CEO Gernot Döllner said he reviewed Audi’s all-electric strategy after taking charge and decided that the company needed a more balanced product and powertrain mix to address the varying pace of EV adoption across markets.
“When I joined Audi, there was an all-electric strategy in place, which was one of the first things I reviewed,” Döllner told Autocar India in an exclusive interview. “We found a more balanced strategy between plug-in hybrids, especially important for Europe, combustion engine and electric.”
Global EV sales downturn lent ICE powertrains more time
The slower-than-expected pace of EV adoption in several global markets has extended the relevance of combustion engines and plug-in hybrids. Audi expects to retain a focused combustion-engine and plug-in-hybrid portfolio, particularly for SUVs.
Audi Q3 PHEV
The company has recently completed a major investment cycle covering new petrol and diesel engines, plug-in hybrids and battery-electric vehicles designed to meet Euro 7 and other global regulations.
“For sure, the majority of our investment will be in battery electric. That’s a given,” Döllner said.
Audi will continue to invest selectively in combustion engines, including efficiency improvements and transmission technology, but Döllner expects the pace of innovation to be much faster in EVs.
Audi RS5 plug-in hybrid powertrain
“The combustion engine is fairly mature. It’s at the very end of a 100-year innovation cycle, and battery electric is still at the very beginning, to be honest,” he said. “The dominant part of our investment will definitely be on the battery-electric side.”
Electric remains Audi’s leading technology
Audi’s decision to retain combustion engines and plug-in hybrids does not alter its long-term direction towards electric vehicles.
“Electric is, for Audi, still the leading technology,” Döllner said. “It’s our main priority to step by step become more electric.”
Prototypes of upcoming Audi A2 e-tron
Audi currently has four battery-electric model lines globally and expects to increase this to five by the end of the year, with some available in more than one body style. The company will, however, tailor the powertrain mix to individual regions. Plug-in hybrids will be particularly important in Europe, while the requirements of the US market will influence Audi’s future combustion-engine and PHEV portfolio, especially for SUVs.
In India, Audi’s immediate focus remains on petrol and electric vehicles. Diesel is not part of its current plan. The case for plug-in hybrids will depend partly on whether they receive any benefit under the India-EU FTA. New electric products are also planned for India.
Audi Q6 e-tron
“From what I know, we also have decided to enter with new products in the electric segment in India,” Döllner said.
Audi has decided to assemble an electric vehicle in India, Autocar India learns, although the model and launch timing are still being worked out. The move from fully imported EVs to local assembly is now a question of when, rather than if.
The company was among the first luxury carmakers to enter India’s EV market with models such as the e-tron, e-tron Sportback, e-tron GT and Q8 e-tron. High import duties, however, restricted their reach and affected their resale-value proposition.
Audi Q6 e-tron
The Q6 e-tron is among the products being studied, but Audi has not decided which EV will be assembled in India. The selected model will need to offer the right combination of volume, pricing and suitability for local conditions.
Audi believes electric SUVs make more practical sense in India because their ground clearance is better suited to local road conditions. Sedans have not been ruled out, but SUVs offer a more practical proposition for battery-electric vehicles in the country.
Regional focus to shape future products
The broader powertrain approach is part of Döllner’s effort to make Audi more responsive to the requirements of individual regions.
“Audi has to act much more regional,” he said. “The times where we had a one size fits all, and we then bring it to China, just extend the wheelbase and do the same car, that doesn’t work anymore. We have to listen carefully to the markets.”
The Q9 is the first clear example of that approach. Conceived around the requirements of American customers, it will be the first Audi to make its market debut in the US.
Audi Q9
“The Q9 is a perfect proof point of a car. The biggest Audi we’ve ever built,” Döllner said. “That car would not be there without the American market.”
India does not yet generate the volumes required for Audi to develop country-specific models. Local requirements covering ground clearance, suspension, tyres, weather, dust and fuel quality are, however, fed into its global development process. The introduction of new models in India is also expected to move closer to their global launches, helping Audi benefit from the interest created when a vehicle is revealed internationally.
Döllner said the improvement in India’s manufacturing and automotive technology has changed how the country is viewed within the global industry.
Audi Q9
“India is also an excellent proof point. It’s really unbelievable what the car industry has developed in India and what level of perfection and technology products are delivered,” he said.
“In the past, there has been this strong European automotive industry, and the world has turned around. Now we have a very dynamic Chinese market, a growing and rising Indian automotive industry. The US is a story of its own.”
“What keeps me awake at night is if we are able to change fast enough,” Döllner said. “We have to speed up.”
Lamborghini has unveiled the Revuelto Miura 60 Homage, a limited-run edition of its flagship plug-in hybrid supercar created to commemorate the 60th anniversary of the legendary Miura – widely considered to be the genesis of the supercar formula. Developed by Lamborghini’s Ad Personam personalisation division in collaboration with Centro Stile, the Revuelto Miura 60 Homage is limited to 99 units worldwide and will make its public debut at the 2026 Monterey Car Week.
Lamborghini Revuelto Miura 60 Homage exterior and interior
Many of the Miura’s signature design cues have been incorporated into the Revuelto Miura 60 Homage, including nine heritage-inspired exterior colours: Arancio, Bianco Monocerus, Blu Notte, Blu Tahiti, Giallo, Nero Noctis, Rosso Arancio, Verde Metallic, and Verde Scandal.
There are also two exclusive liveries inspired by classic Miura specifications, specifically Oro Elios accents with gloss gold-coloured wheels, and Grigio Nimbus detailing paired with matte titanium-finished wheels. Owners of original Miuras can even work with Lamborghini’s Ad Personam division to recreate their classic car’s original colour combination on the new Revuelto.
Additional styling revisions include Miura-inspired lower-body graphics, a discreet ‘Miura 60’ logo integrated into the side graphics, a gloss black Lamborghini wordmark at the rear, black brake calipers, and a matte black finish for the exhaust tips.
Inside, the retro theme continues with tan leather upholstery, classic ‘cannelloni’ seat stitching inspired by that of the Miura, and ‘Miura 60’ embroidery between the seats. Every example also receives a ‘Miura 60° – Serie Speciale 1 di 99’ carbonfibre plaque, identifying it as one of the 99 produced.
Lamborghini Revuelto Miura 60 Homage powertrain
Mechanically, the Revuelto Miura 60 Homage remains identical to the standard version, which means it’s powered by a 6.5-litre naturally aspirated V12 paired with three electric motors, producing a combined 1,015hp and 807Nm. Power is sent to all four wheels via an 8-speed dual-clutch automatic, enabling a claimed 0-100kph sprint in 2.5 seconds and a top speed north of 350kph.
Lamborghini has not announced pricing for the Revuelto Miura 60 Homage. However, the special edition is expected to command a significant premium over the standard Revuelto, which is priced at Rs 8.89 crore (ex-showroom) in India, before options.
Hero MotoCorp has confirmed that its first electric motorcycle will launch in 2027, expanding the company’s EV portfolio beyond its existing Vida scooter range.
Two platforms, UBEX and VXZ, will underpin the range
VXZ developed in collaboration with Zero Motorcycles
Hero MotoCorp electric motorcycle details
UBEX and VXZ are dedicated motorcycle platforms, not derived from the Vida scooter architecture.
The confirmation came from Kausalya Nandakumar, Chief Business Officer of Hero MotoCorp’s Emerging Mobility Business Unit, who told investors: “Not this year. We will be looking at products coming in from next year.” Hero MotoCorp CEO Harshavardhan Chitale added that the company is making steady progress on its electric motorcycle programme and would share more details in the coming months.
The upcoming electric motorcycles will be built on two dedicated platforms first shown as concepts at EICMA 2025. The first, codenamed UBEX, will underpin a street-naked motorcycle. The second, codenamed VXZ, is being developed in collaboration with US-based Zero Motorcycles and is positioned as a high-performance electric motorcycle for adventure-oriented buyers, a project for which design patents were recently filed in India.
Nandakumar confirmed that, despite the learnings carried over from the Vida scooter platform, both the UBEX and VXZ are entirely new motorcycle-specific architectures. “The motorcycle platform now caters to the needs of a motorcycle consumer, and therefore these are new platforms that we are developing with learnings from the scooter platform, but with technology that is suited to what a motorcycle consumer is actually looking for in terms of performance, rideability, gradeability, and range,” she said.
The electric motorcycle programme comes as Hero MotoCorp works to significantly scale its EV scooter business. The company plans to increase monthly Vida production capacity to 45,000 units in FY27, up from 15,000 units at the end of FY26.
The Maruti Wagon R CNG remains one of India’s best-selling CNG cars. It is offered in two variants – LXi CNG (Rs 5.94 lakh) and VXi CNG (Rs 6.47 lakh) – and commands a premium of Rs 95,000 over the equivalent petrol versions. We put the Wagon R CNG through our real-world fuel-efficiency tests to see how it performs.
No auto engine stop-start system
Claimed fuel efficiency: 33.47km/kg
Is 95-100kg heavier than the equivalent petrol version
Maruti Suzuki Wagon R CNG mileage explained
Powering the Wagon R CNG is a 1.0-litre, three-cylinder engine that produces 67.7hp and 91.1Nm in petrol mode, and 56.6hp and 82.1Nm when running on CNG. The CNG variant is available exclusively with a 5-speed manual gearbox. Alongside its petrol fuel tank, the Wagon R gets a 60-litre CNG cylinder mounted in the boot. The added weight of the cylinder and associated hardware makes it about 95-100kg heavier than a comparable petrol model.
In our tests, the Wagon R CNG returned 23.39km/kg in the city and 33.09km/kg on the highway, resulting in an overall average efficiency of 28.24km/kg. Particularly noteworthy is the highway figure, which comes remarkably close to Maruti’s claimed efficiency of 33.47km/kg.
When refilled from empty, the Wagon R’s CNG tank accepted 7.4kg of gas. Under ideal conditions, however, the 60-litre cylinder should be able to hold close to 8kg, depending on factors such as ambient temperature and dispenser pressure. Based on our real-world average efficiency figure of 28.24km/kg, owners can realistically expect a driving range of approximately 210-220km on a full CNG tank.
Autocar India’s fuel-efficiency testing
Since CNG tanks are more difficult to fill consistently due to variables such as ambient temperature and pump pressure, we did not use our standard tankful-to-tankful methodology. Instead, for our real-world tests, we emptied the CNG tank and refilled it with 2kg of CNG. We then drove the vehicle in city conditions until the gas was exhausted. The same process was repeated for the highway run. Throughout both tests, the Wagon R was driven exclusively in CNG mode.
Before our real-world fuel efficiency tests, we maintain tyre pressures based on the manufacturer’s recommendations. These cars are driven in fixed city and highway loops in and around Navi Mumbai, and we maintain certain average speeds. Throughout the tests, there is only one person in each car, and the aircon is set to fan speed 2 with temperature dialed to the lowest position. We operate other electricals, such as the audio system, indicators and wipers, just like a regular user would. Periodic driver swaps further neutralise variations in driver patterns.
Audi India head Balbir Singh Dhillon recently confirmed 3 new launches in the next 12 months, but we have dug around a bit, and there’s a whole line-up of other models in bound as well. Apart from the new-gen Q3, the A5 and the flagship Q9, Audi will also be bringing the next-gen Q5 and Q7 in 2027. There will also be an EV making a comeback in Audi’s lineup in the form of the Q6 e-tron, and the big news is that all of these models will be locally assembled in India. Essentially, Audi’s entire Q-range will be thoroughly revamped in India by the end of next year.
Audi Q6 e-tron
Estimated price: Rs 85 lakh; launch: Mid-2027
The Q6 e-tron will be Audi’s first EV to be assembled here. The electric SUV was the first to be based on the Volkswagen Group’s 800V Premium Platform Electric (PPE) architecture, co-developed with Porsche.
It’ll be offered in SUV and Sportback body styles and is likely to have a 100kWh battery (an 83kWh unit is offered overseas) with a single 306hp rear-mounted motor, offering 641km of WLTP range (656km for the aero-efficient Sportback). The EV also introduced Audi’s latest curved display that comprises an 11.9-inch digital instrument cluster, a 14.5-inch central touchscreen, and an optional 10.9-inch touchscreen display for the front passenger.
Next-gen Audi Q5
Estimated price: Rs 75 lakh; launch: October 2027
The third-gen Q5 will arrive to take on the Mercedes GLC and BMW X3. Sharing Audi’s latest PPC architecture with the A5, it gets sharper styling than its predecessor, much improved aerodynamics and a thoroughly modern cabin featuring a curved 11.9-inch digital driver’s display and 14.5-inch touchscreen, along with an optional passenger display.
It is expected to use Audi’s localised 2.0 turbo-petrol in a higher 265hp state of tune, paired with a 7-speed dual-clutch automatic and Quattro AWD. There is no word on whether Audi will bring the Sportback or the 367hp SQ5, but the India-EU FTA could create potential for a launch.
Audi Q7
Estimated price: Rs 1.2 crore; launch: December 2027
While the recently revealed Q9 is now Audi’s flagship SUV, the Q7 still has big cachet in India. The third-gen model brings in a brawnier form, which harks back to the original Q7. A three-row, seven-seat layout will be standard, and there will also be the option of a six-seat configuration with captain chairs in the middle row.
Cabin space and quality have been upped. The Q7 will sport Audi’s new triple-screen dash layout. While markets abroad get a mild-hybrid diesel, in India, it is expected to retain the 3.0 V6 turbo-petrol.
Ever since the Xpulse 210 was launched, I was fascinated by the balance it strikes between a dual-sport motorcycle and an adventure tourer. With its slim midsection, 21-inch front wheel, long-travel suspension and commanding riding position, it seemed like the ideal companion for our less-than-perfect roads. After spending over two months with the bike, I can confidently say it has lived up to those expectations. The odometer has now crossed the 5,600km mark, and the Xpulse continues to reinforce why it’s such a unique proposition.
The 21-inch front wheel and beak lend the Xpulse an imposing stance
There really isn’t another motorcycle at this price point that offers the same blend of everyday usability, touring ability and genuine off-road capability. Spend another Rs 30,000-40,000, and you’ll find yourself looking at the TVSApache RTX, which is a more touring-oriented adventure motorcycle. The Hero, meanwhile, stays true to its dual-sport roots, making it just as happy on broken roads and dirt trails as it is on the highway.
The Xpulse’s relatively narrow proportions make it an excellent commuter.
The suspension remains the bike’s standout feature. Mumbai’s cratered roads barely faze it, and the confidence to ride over almost anything without slowing to a crawl is what makes the Xpulse so easy to live with. It opens up new roads within the city that you earlier avoided. The high-mounted LED headlight and sculpted tank flowing into the relatively low seat give it a distinctive, imposing stance. Living with it hasn’t been entirely perfect. The Xpulse has a pronounced lean on its side stand, and the soft suspension causes the bike to settle and readjust as you get off, making parking feel less reassuring than it actually is.
Tubed tyres are great off the road, but can pose an inconvenience if punctured.
The lack of a tubeless tyre option is another compromise. While tubed tyres make sense on a motorcycle designed to venture off-road, they can be a real inconvenience in everyday use. I learnt that the hard way when both the front and rear tyres punctured on the same day. Between pushing the bike to puncture shops, removing the wheels and getting everything back together, I lost well over three hours.
The brakes, too, continue to disappoint. We’d previously complained about the lack of bite and feel, and although the service centre bled the brakes and confirmed the pads didn’t require replacement, the improvement was only marginal. During the same visit, we also queried about the amount of heat being thrown onto the rider’s left leg was normal, but didn’t receive a satisfactory explanation.
It tends to lean excessively on its side stand, which isn’t quite reassuring.
As a motorcycle retailed through Hero’s premium Premia dealership network, the overall service experience and ambience still have plenty of headroom for improvement. Although the service cost was quite reasonable at Rs 2,214, of which, Rs 1,300 went towards oil, Rs 145 for the air filter and Rs 649 for the service charge.
Despite those shortcomings, the Xpulse 210 remains one of the easiest motorcycles to recommend. Few bikes at this price blend commuting fun, decent touring capability and genuine off-road chops as convincingly, and even after 5,500km, we all still find ourselves reaching for its keys.
If Lamborghinis look like they’ve time-travelled from the future, and Ferraris appear shaped in wind tunnels, Maseratis are all about sculpture – flowing lines, gentle curves and delicate details. I’m no art connoisseur, but the gorgeous GranTurismo seems very much part of the awe-inspiring scenery at Italian seaside town Trieste’s Piazza Unità d’Italia.
Maserati GranTurismo Exterior Design and Engineering – 9/10
Classic GT proportions and Maserati details make it very eye-catching.
There’s the impossibly long bonnet, the neatly tucked-in cabin and the flowing rear that has become a GranTurismo trademark. Signature Maserati cues remain intact too, from the triple vents behind the front wheels to the distinctive rear quarter window and the Trident proudly displayed on the C-pillar. Even the way the muscular rear haunches merge into the tail has an elegance that’s hard to ignore.
Revised front bumper adds aggression to GranTurismo look.
2026’s styling revisions are concentrated at the front. A larger grille sits lower down, flanked by bigger intercooler openings and a more pronounced splitter that together lend the GranTurismo a more aggressive face. At the rear, the clear-lens tail-lamps are the easiest (actually, only) way to identify the updated model. Oh, and if you see a GranTurismo without quad exhausts, you should know that you’re looking at the Folgore or electric version.
Maserati GranTurismo Interior Space and Comfort – 8/10
Inside too, the updates are subtle. The basic dash design is unchanged and is characterised by four screens– 12.2-inch digital dials, a 12.3-inch central infotainment screen, an 8.8-inch lower touchscreen and a digital clock.
New steering and redone gear selector switches among the changes inside.
The steering gets a new squared-off design wrapped in Alcantara, and behind it remain the wonderfully oversized aluminium paddle shifters fixed to the steering column. The uninspiring P, R, N and D buttons on the dash make way for feelsome metallic toggles, while the digital clock gets a new glass face to make it look more, ahem, analogue. It works.
Interior is a happy blend of tech and craftsmanship.
Despite the abundance of screens, the cabin retains a handcrafted and very Italian feel thanks to the quality of (most) materials and intricate detailing. Maserati would only be too happy to introduce buyers to its universe of upholstery, colour and trim options to create an interior that’s truly personal. The only ergonomic complaint is the seating position, which doesn’t go quite as low as expected in a car of this nature. On the matter of seats, the GranTurismo’s rear seats aren’t just for show (I’m looking at you, 911). They are genuinely usable for short stints or the odd getaway. There’s a usable boot too, for your Gucci luggage.
Maserati GranTurismo Features and Safety – 7/10
New-age tech meets old-school warmth in here.
The GranTurismo comes with a fair bit of kit as standard. The front seats are powered and heated/ventilated, there’s a fabulous Sonus Faber sound system and enough screens to tell you you’re in 2026. The digital dials are easy to refer to, while the main touchscreen is also easy enough to navigate through. It does feel like a Stellantis group system rather than a bespoke Maserati unit, though. We’re not fans of touchscreens for climate control functions, but Maserati’s solution is among the best of the kind. Swipe sideways across the screen to adjust blower speed and vertically for temperature – intuitive to use on the move.
The safety suite includes camera- and radar-based ADAS.
Maserati GranTurismo Performance and Refinement – 8/10
Modena’s 490hp V6 offers smooth, effortless acceleration; Trofeo’s 590hp is more emotive.
Power comes from Maserati’s own 3.0-litre twin-turbocharged ‘Nettuno’ petrol V6. In Modena guise as tested here, it produces 490hp, while the Trofeo’s output rises to 590hp from the previous 550hp. There’s also the ethanol-blending-proof all-electric Folgore, whose three-motor setup develops 760hp.
GranTurismo Modena does 0-100kph in 3.9 sec; Trofeo takes 3.5 sec.
On the road, the GranTurismo immediately reminds you that it is, above all else, a grand tourer. Despite producing nearly 500hp, it never feels urgent or hyperactive. Instead, its responses are measured and relaxed. Press the throttle harder, and the performance arrives in one smooth, effortless surge rather than an explosive punch. Maserati claims 0-100kph in 3.9 seconds for the Modena and 3.5 seconds for the Trofeo, but it’s the manner in which the speed builds that defines the experience. It launches with elegance rather than violence.
The V6 complements that character perfectly. There’s a constant gruffness to its soundtrack that grows richer as the revs climb. The Trofeo benefits from a more emotive exhaust note.
Maserati GranTurismo Efficiency/Range – 5/10
GranTurismo excels as a grand tourer, prioritising comfort over urgency.
Maserati’s V6 features cylinder deactivation and will shut off the right bank of cylinders at light loads in the interest of better efficiency. As it is, the GranTurismo’s V6 will be more efficient than the V8s in some rivals, but only just. The GranTurismo will happily work through a full tank of 100-octane fuel if you drive with vigour, and even on relaxed drives, you’re looking at real-world figures in the region of 5-6kpl.
The all-electric Folgore does have more to offer with the update. Range is up by 80km to 540km (WLTP) thanks to a new front-axle disconnect function.
Maserati GranTurismo Ride Comfort and Handling – 8/10
At nearly five metres long and weighing around 1.8 tonnes, the GranTurismo is no lightweight sports car. Yet, its standard air-suspension and all-wheel-drive system help disguise its size remarkably well. It doesn’t dart into corners like a Porsche 911, but there’s a lovely fluidity to the way it changes direction. The steering, in particular, deserves praise for its natural weighting and excellent feel.
Air suspension delivers a cushioned ride despite low-profile tyres.
Ride comfort is another highlight. Despite its large wheels and low-profile tyres, the suspension absorbs imperfections with impressive composure. A new ‘Country’ drive mode raises the ride height by 20mm at speeds of up to 120kph, making it particularly relevant for Indian roads.
Maserati GranTurismo Price and Verdict – 8/10
The GranTurismo (and open-top Gran Cabrio) will go on sale in India in the coming months, and we expect the range to start around Rs 2.7 crore (ex-showroom) with the Trofeo’s closer to the Rs 3 crore mark. The all-electric Folgore will also be on offer.
Updated Maserati GranTurismo is expected to cost Rs 2.7-3 crore (ex-showroom).
Similar money could buy you a Porsche 911 GTS or a Mercedes-AMG GT, but I wouldn’t think of the GranTurismo as a direct rival. It’s not as focused as a performance car, but instead excels at a wider range of abilities. The GranTurismo story is as much about luxury as it is about sportiness. Ride comfort is a big plus, and for what it’s worth, the rear seats are usable too. It only helps that the GranTurismo is drop-dead gorgeous.
For the wealthy few shopping in the segment, the GranTurismo deserves a long, hard look. You might just fall for it.
