The Kia Sorento three-row SUV will go on sale in India on September 4, 2026. It will be positioned above the Seltos as Kia India’s flagship ICE SUV, and will also be the carmaker’s first hybrid model for the Indian market. Official bookings for the Sorento opened very recently too.
Kia Sorento India price estimate and rivals
US-spec Kia Sorento. Image used for representation only.
Since the Sorento is anticipated to be locally assembled, expect pricing to start at around Rs 40 lakh (ex-showroom). At that price point, the Sorento will rival premium three-row SUVs like the Volkswagen Tayron, MG Majestor, Skoda Kodiaq, Toyota Fortuner, and Jeep Meridian.
Kia Sorento powertrain options
Kia will offer the Sorento with hybrid and diesel powertrains in India. If the international-spec Sorento is anything to go by, the India-spec model could feature a 1.6-litre 4-cylinder turbo-petrol hybrid setup developing 238hp and 380Nm, along with a 2.2-litre diesel engine outputting 202hp and 441Nm – this mill is used in the Kia Carnival too. Both Sorento engines are likely to be paired with automatic transmissions. Though the global-spec Sorento can be had in FWD and AWD guises, it remains to be seen whether the latter drive layout will be available for Indian buyers.
Kia Sorento exterior and interior
The Sorento sports a subtly aggressive design, with highlights like vertically oriented LED headlamps and tail-lamps, T-shaped amber-coloured DRLs, a wide ‘Tiger Nose’ grille, dual-tone alloy wheels, mildly flared wheel arches, and muscular bumpers. In terms of dimensions, the global-spec Sorento measures 4,815mm in length, 1,900mm in width, and 1,700mm in height, along with a wheelbase of 2,815mm. Should these hold true for the India-spec model, the Sorento will be larger than most of its rivals.
Inside, the India-spec Sorento is likely to be offered with 6-seat and 7-seat configurations. Boot space is rated at 179 litres with all three rows up, extendable to a cavernous 1,996 litres. Notable elements on the premium-looking dashboard include dual 12.3-inch displays, a four-spoke steering wheel with an offset Kia logo, large vertical AC vents on both extremities, a touch-capacitive panel on the centre console, and a rotary drive selector.
The Sorento is expected to pack creature comforts like ventilated front seats, dual-zone climate control, wireless Apple CarPlay and Android Auto, a powered driver’s seat, a panoramic sunroof, Level 2 ADAS, a heads-up display, an electronic parking brake, ambient lighting, a wireless charging pad, and more.
The Kia Syros EV and Vinfast VF6 are the most affordable electric vehicles from their respective brands. The premium Kia offering is sold in the compact SUV space, one below the VF6’s midsize SUV segment. So, can it match or even outdo the larger VF6 when it comes to specifications and features? We compare the Kia Syros EV X-Line ER and Vinfast VF6 Wind Infinity top-spec variants to find out.
Kia Syros EV X-Line ER vs Vinfast VF6 Wind Infinity: Dimensions
Syros EV
VF6
Length (mm)
3,995
4,241
Width (mm)
1,805
1,834
Height (mm)
1,670
1,615
Wheelbase (mm)
2,550
2,730
Ground clearance (mm)
197
190
Frunk (L)
16
No
Boot space (L)
390-465
423
Wheel size (in)
17
18
Clearly, the Vinfast VF6 is the larger SUV between the two. It is 246mm longer, 29mm wider and has a 180mm longer wheelbase than the Kia Syros EV. However, the Syros is 55mm taller and offers a 7mm higher ground clearance. It also gets a 16-litre frunk, a feature missing on the VF6. In terms of luggage space, the VF6 offers 423 litres of boot space, but the Syros EV can hold up to 465 litres when its sliding rear seats are pushed forward, although capacity drops to 390 litres with the seats in their rearmost position. The VF6 also rides on larger 18-inch alloy wheels, compared to the 17-inch units on the Syros EV.
Kia Syros EV X-Line ER vs Vinfast VF6 Wind Infinity: Powertrains
Syros EV
VF6
Battery size (kWh)
51.4
59.6
Electric motor setup
Single motor
Single motor
Drive layout
FWD
FWD
Power (hp)
171
204
Torque (Nm)
255
310
Claimed 0-100kph time (s)
8.1
8.9
ARAI range (km)
526
463
The two SUVs use a single-motor, front-wheel-drive setup, but the VF6 has the bigger 59.6kWh battery pack, compared to the Syros EV’s 51.4kWh unit. It also produces 33hp more power and 55Nm more torque. Despite this, the Syros EV is quicker, with a claimed 0-100kph time of 8.1 seconds, compared to the VF6’s 8.9 seconds. It also has a clear advantage in terms of claimed driving range, offering 526km on a single charge, which is 63km more than the VF6’s 463km, despite having a smaller battery pack.
Kia Syros EV X-Line ER vs Vinfast VF6 Wind Infinity: Charging speeds
Syros EV
VF6
AC charging (10-100 percent)
4.5 hrs (11kW unit)
Time not specified (7.2kW unit)
DC fast charging (10-70 percent)
–
25 mins (100kW unit)
DC fast charging (10-80 percent)
39 mins (100kW unit)
–
Both the Syros EV and VF6 support 100kW DC fast charging. However, Kia claims a 39-minute charging time for a 10-80 percent top-up, while Vinfast’s claimed 25-minute figure is for the slightly lower 10-70 percent charging window. On the AC charging front, the Syros EV supports charging speeds of up to 11kW, taking 4.5 hours to charge from 10 to 100 percent. The VF6, meanwhile, supports up to a 7.2kW AC charger, although Vinfast has not yet revealed its charging time.
Kia Syros EV X-Line ER vs Vinfast VF6 Wind Infinity: Exterior features
Syros EV
VF6
Headlamps
LED
LED projector
Front fog lamps
LED
No
LED tail-lamps
Yes
Yes
Powered ORVMs
Yes
Yes
Alloy wheels
Yes
Yes
Flush door handles
Yes
No
Body cladding
Yes
Yes
Rear spoiler
Yes
Yes
Not a lot separates them when it comes to exterior features, with both offering LED tail-lamps, powered ORVMs, alloy wheels, body cladding and a rear spoiler. However, the VF6 comes with LED projector headlamps, while the Syros EV gets LEDs with reflectors. Another differentiation is that the Syros EV gets flush-fitting door handles, whereas the VF6 is equipped with conventional pull-type door handles.
Kia Syros EV X-Line ER vs Vinfast VF6 Wind Infinity: Interior features
Syros EV
VF6
Infotainment screen (in)
12.3
12.9
Digital driver’s display (in)
12.3
No
Climate control display (in)
5
No
Sunroof
Panoramic, openable
Panoramic, fixed
Wireless charger
Yes
Yes
Driver’s seat powered adjustment
4-way
8-way
Ventilated front seats
Yes
Yes
USB ports
2 Type C (f/r), including 1 100W (f)
2 Type A (f/r), 1 90W Type C (r)
Rear AC vents
Yes
Yes
Rear seat base ventilation
Yes
No
Climate control
Single zone
Dual zone
All window one touch up/down
Yes
Yes
Ambient lighting
Yes
Footwell only
Sound system
8-speaker Harmon Kardon
8 speakers
Apple CarPlay and Android Auto
Wireless
Wireless
Connected car tech
Yes
Yes
Rear sunshades
Yes
No
Rear centre armrest
Yes
Yes
Sliding, reclining rear seats
Yes
No
Speaking of interior features, both are well equipped and offer a wireless phone charger, ventilated front seats, connected car technology, one-touch up/down function for all windows, wireless Apple CarPlay and Android Auto and an 8-speaker sound system. The VF6 gets a slightly larger 12.9-inch infotainment screen, an 8-way power-adjustable driver’s seat and dual-zone climate control.
The Syros EV, meanwhile, stands out with a 12.3-inch digital driver’s display, a 5-inch climate control display, an openable panoramic sunroof, rear sunshades, rear seat base ventilation, and sliding and reclining rear seats. It also gets USB Type-C ports throughout the cabin, while the VF6 has Type-A ports at the front and rear, and only a single 90W Type-C port for rear passengers. Additionally, the Syros EV features a premium Harman Kardon sound system and more comprehensive ambient lighting (dashboard, doors and footwell area), whereas the VF6 offers just footwell lighting.
Kia Syros EV X-Line ER vs Vinfast VF6 Wind Infinity: Driving features
Syros EV
VF6
Drive modes
Eco, Normal, Sport
Eco, Normal, Sport
Household-style interior 3-pin socket
Yes
No
Regen braking
Yes
Yes
Paddleshifters for regen
Yes
No
Adaptive cruise control
Yes
Yes
Differences here are less, save for the Syros EV’s household-style 3-pin power socket to power certain electrical devices, along with steering-mounted paddle shifters to adjust the level of regenerative braking. Regen levels can be adjusted via the touchscreen on the VF6, but an internal V2L charging socket is absent here. Drive modes and adaptive cruise control are offered by both models.
Kia Syros EV X-Line ER vs Vinfast VF6 Wind Infinity: Safety features
Syros EV
VF6
Bharat NCAP rating
Yet to be tested
5 stars
Airbags
6
7
ABS with EBD
Yes
Yes
Electronic stability program
Yes
Yes
Hill-start assist
Yes
Yes
Tyre pressure monitoring system
Yes
Yes
360-degree camera
Yes
Yes
Front parking sensors
Yes
Yes
Electronic parking brake
Yes
Yes
Rain-sensing wipers
No
Yes
Auto-dimming IRVM
Yes
Yes
Isofix child seat anchors
Yes
Yes
Rear wiper, defogger
Yes
Yes
Disc brakes
Front, rear
Front, rear
Level 2 ADAS
Yes
Yes
Again, not much separates the them when it comes to safety kit. Both offer ABS with EBD, electronic stability control, hill-start assist, TPMS, a 360-degree camera, front parking sensors, an electronic parking brake, an auto-dimming IRVM, ISOFIX child seat anchors, front and rear disc brakes, and Level 2 ADAS.
The VF6, however, gets seven airbags, one more than the Syros EV’s six, along with rain-sensing wipers. It has also secured a full 5-star Bharat NCAP safety rating. The Syros EV’s Bharat NCAP crash test rating, meanwhile, is yet to be revealed at the time of writing, but it is likely to score a 5-star rating like its ICE counterpart.
Kia Syros EV X-Line ER vs Vinfast VF6 Wind Infinity: Prices and verdict
Syros EV
VF6
Price (in Rs lakh)
20
19.99
There’s no doubt that both the Kia Syros EV and Vinfast VF6 are feature-rich electric SUVs. However, despite being positioned a segment below the VF6, the Syros EV makes a strong case for itself with its overall package. It offers several features aimed at pampering the rear seat passengers, including sliding and reclining seats with ventilation (seat base only), sunshades and an openable panoramic sunroof. While it has a smaller footprint than the VF6, we found in our review that the Syros EV still offers a spacious cabin, helped by its boxy design and good interior packaging.
The Syros EV also has an advantage when it comes to claimed driving range. Despite using a smaller battery pack, it offers a higher single charge range, an important factor for most EV buyers. While both SUVs are priced very close to each other at the top-end, the Syros EV is clearly on the expensive side for its segment. However, the overall package goes a long way towards justifying its price. Buyers can also reduce the upfront cost by quite a lot by opting for the battery as a service (BaaS) scheme with the electric Syros, though this option is not available with the VF6.
Another advantage for the Syros EV is Kia’s wider sales and service network across the country, along with its stronger brand recognition among buyers. Vinfast, on the other hand, is still new to the market, with a relatively limited sales and service network. This could also play an important role in the overall ownership experience.
Back in 2004, Toyota debuted its ‘Innovative International Multi-purpose Vehicle’ platform (or IMV for short), which spawned the 7th generation Hilux and the 1st generation of the Fortuner and Innova. As for the Hilux, it moved on to the 8th generation in 2015 and we now have this, the new 9th generation model, still underpinned by the IMV platform, albeit with major modifications and updates.
2026 Toyota Hilux Exterior Design and Engineering – 7/10
IMV platform sees massive update; front styling goes all angular
The front end is now all very edgy and sharp. Cyber-Sumo is how Toyota describes the styling.
As with its predecessors the ladder-frame construction remains, but plate thickness in the frame side rails has been increased to enhance rigidity and better resist torsional forces. The body too has seen an increase in rigidity with the floor featuring an additional 36 spot welds, this also helps decrease vibrations.
Interestingly, the platform is now fully electrified. Impressive given that installing a battery pack with a ladder frame is tricky given the narrower – than the body – width and the presence of cross members too. It shows, the all-electric Hilux features a rather modest 59.2kWh battery pack, it’s unlikely to make its way here though.
17-inch rims provide for taller sidewalls, handy off-road.
Other changes to the platform include a switch from hydraulic to an all-electric power steering system and spring and damper tweaks to improve ride comfort. As with the previous two generations, wheelbase remains the same at 3,085mm and the length is identical to its predecessor at just over 5.3 meters.
Front styling sees the biggest difference from the earlier car, its now all very edgy and sharp. Cyber-Sumo is how Toyota describes it, a cyborg Sumo wrestler if you will. The headlights feature sharp DRLs, are much slimmer and flow into a black panel emblazoned with the Toyota lettering. Below is a honeycomb grille flanked by triangular stylistic insets and the lower end of the bumper carries on with the angular treatment with sharp cuts to define its shape.
Taillights now more angular; bumper features integrated footsteps on the rear as well as on the sides.
The side however is more curved with the doors gently profiled and resembling the previous car, the cladding however is a bit angular and runs the length of the car. At the rear end there is now a side step to make loading and unloading cargo easier. Rear taillights are sharply outlined and flow more into the side profile and of course, the rear sees the now iconic large Toyota lettering across the tailgate, which has a damped release.
2026 Toyota Hilux Interior Space and Comfort – 7/10
Adequate cabin space, but not what you might expect given the overall size.
Dashboard get a retro-modern style, very similar to the Land Cruiser Prado.
Like the front-end styling, the new dashboard sees a big departure is styling too, very retro-modern with straight lines and chunky elements, similar to the Land Cruiser Prado. It houses rectangular AC vents and a pop-up center touchscreen with chamfered lower edges. The steering wheel looks like a straight lift from the Prado with the same three spoke design, rectangular center boss and chunky rectangular buttons.
Cabin dimensions remain the same, but reprofiled seat gives the backrest a tad bit more recline.
The 8th gen Hilux received a larger interior cabin volume and this cabin carries over to the new 9th gen car, space inside is thus decent but going by the large vehicle footprint you’d be forgiven if you expected more. At the rear, legroom is adequate even with a taller adult seated front, the seat backrest is still upright when seen against regular SUV but the seats themselves have been reprofiled and that makes it feel just a bit more reclined than before. Headroom is good and seating three adults at the rear is possible but will feel sung. At the front, the seats feel nice and supportive and are well profiled with prominent side bolstering that should suit a wide body frame well. They are also upholstered in a fabric that feels nice to the touch.
Tailgate features damped release; payload is around 500kgs.
The load bed is large enough for stuff like camping gear but it’s quite high off the ground so you’ll have to haul stuff in and out. The bumper has an integrated step at the rear and on either side as well, to make this easier. Toyota has not yet disclosed payload capacity but expect it to remain the same as before at 470kgs.
2026 Toyota Hilux Features and Safety – 7/10
High on safety kit, but many comfort and convenience features missing
360-degree camera handy, but of poor resolution.
The new Hilux comes in three grades with the top spec car featuring kit like a 360-degree camera view – though resolution is poor – an 8-inch digital instrument panel and a 12.3-inch central touchscreen with wireless phone connectivity. The native OS styling appears quite outdated but the screen resolution is good. There’s a wireless phone charging slot but quite deep and retrieving you phone needs slim hands.
Besides these and basic bits like power windows and ORVMs, there’s not much else on the new Hilux. Features like auto HVAC, powered or ventilated seats, rear defogger are all missing even at the top spec car.
Misses key equipment like automatic climate control; has drive as well as terrain modes.
Safety kit is good, with 7 airbags standard on all variants as is also ESP, a tyre pressure monitoring system however is only present on the top variant. As for a crash rating the new Hilux does not come with a Bharat or Global NCAP rating but the Australia spec scores 5-stars under the ANCAP protocol.
2026 Toyota Hilux Performance and Refinement – 9/10
Good pulling power with a very refined engine and a vibe free interior
The new Hilux carries on with the same 2.8 liter 4-cylinder diesel. It makes an identical 204 hp and 500Nm of torque. A 6-speed torque convertor automatic is now the only gearbox option and for the first time Toyota India is offering the Hilux with a 4X2 drivetrain too.
2.8 litre diesel engine has new mounts and is extremely refined, with low noise and vibration levels.
There are three drive modes – Eco, Normal and Sport, all feel quite useable. Performance is strong and even when pushed hard it never feels like its out of breath. There’s a good amount of power to be had low down in the rev range and through a forest trail with stones and muck it was easy modulating power to keep momentum.
Shifts are expectedly smooth from the 6-speed autobox and in Sport mode the downshifts are quick enough both when left to its own system or via inputs from the gear lever.
Performance is quite potent and it never feels out of breath.
At high revs the engine does get vocal, but for what is a workhorse its quite acceptable. In fact, at every day motoring speeds sound levels are low and refinement is excellent, with minimal to no vibrations around the cabin. Toyota says they have worked on improving this aspect with both hydraulic and shear type engine mounts, a stiffened body frame and better cabin insulation.
2026 Toyota Hilux Mileage and Efficiency – 8/10
With a kerb weight of over two tonnes, expect single digit real world efficiency figures
Toyota have yet to disclose ARAI rated fuel efficiency figures but given the carry over powertrain expect a similar figure of around 12kpl on the standard test cycle. In real world usage figures will hover in the single digit zone and only relaxed highway cruising would see you get double digits.
2026 Toyota Hilux Ride Comfort and Handling – 7/10
Comfy and unfazed over the big stuff but skittish and firm on smaller ruts and bumps
Off road is where the Hilux excels, 4X4 model has low ratio as well as rear locking differential.
Suspension architecture carries over with an independent double wishbone coil spring setup at the front and a rigid axle with leaf springs at the rear. Toyota says they have reworked it to bring in a bit more comfort, it’s hard to say in isolation and perhaps a back-to-back drive would indicate this. On its own, it can soak up the tough bits like large rocks and deep potholes, sharp edges too are well smoothened. Through a forest trail strewn with loose rocks it felt confident and sure footed. Much of the trail was manageable in 4X2 mode, but some bits required 4X4 which was all too easy for the Hilux. There’s also a 4-Low ratio as well as terrain modes that help traction over loose surfaces.
Ride is jittery at speed and with rear cargo bed unloaded.
Where is gets unsettled is over the smaller ruts and bumps that really shake up the cabin. The main reason here is the rigid rear-axle which with the load bed empty simply skips over these imperfections resulting in a skittish and bouncy ride. Rear passengers in particular will feel this more. A weighed down rear will improve things but will not bring this to passenger SUV comfort levels.
As for handling, high-speed stability is good but you know it’s a heavy car and you can feel its weight through corners. The switch to electric power steering hasn’t changed effort which remains heavy at low speeds, and with the cars massive length it feels quite ponderous.
2026 Toyota Hilux Value for Money – 7/10
4X2 makes it affordable than before, but there’s lots of features missing
Toyota has launched the new Hilux with the top variant priced the same as before; Rs 36.69 lakh ex-showroom India while the entry 4X2 variant starts lower than any previous variant coming in at Rs 31.99 lakh ex-showroom. But in doing so there’s a lot of features missing even going by its predecessors list. Its appeal then depends on which aspect of its ‘lifestyle pickup’ description you value more.
It’s sharp styling and sheer size give it that lifestyle vehicle presence, however inside it feels utilitarian, the cabin isn’t premium with regards to materials and its very under equipped. The heavy steering and bouncy ride also mean a workhorse like experience rather than luxury SUV.
But that workhorse bit is exactly where the Toyota Hilux excels. The load bed is handy and can haul odd bits of gear, the engine it torquey and powerful and what’s nice is that its refined too. The 4X4 system is very capable and it’s got tough bones that will outlast pretty much anything you can throw at it. If a luxury SUV is what you’re after, you’ll be better off elsewhere, but if you’re looking for a rough and tough, go anywhere, do anything, outdoors kind of vehicle that looks the part and plays it too, then in all probability your search will end right here.
The BYD Atto 2 midsize SUV, expected to launch in India this year, has been spotted testing again. The spy shots reveal some exterior design elements of the upcoming Atto 2 similar to the internationally available model. The Atto 2 is offered in both EV and PHEV versions internationally.
Spy shots show the SUV’s front fascia and the side profile
Europe-spec EV gets up to 64.8kWh battery with 430km range
PHEV gets a 1.5L petrol engine and up to 18kWh battery
BYD Atto 2 spied: What was spotted?
Shows sleek LED headlights, alloy wheel design and a free-standing infotainment
Image source: @lostcheetos on r/CarsIndia
The spy shots show the Atto 2’s fascia and side profile, and although under camouflage, some design elements can be seen. These include the sleek headlights joined by a gloss-black trim with a BYD badge, the petal-shaped design elements on the alloys and the simple door handles. Keen-eyed viewers can also spot black cladding on the wheel arches and lower portion of the body. While the rear design is yet to be spied, it is expected to have connected LED taillights and a black bumper with some silver accents, like the international model.
A closer look inside the test mule reveals a camera-based ADAS sensor on the windscreen, a free-standing touchscreen infotainment system, and all-black upholstery on the seats.
Upcoming BYD Atto 2: Other details
The EV has a WLTP-claimed range of 430km, and the PHEV has a 1,000 km range
As mentioned earlier, the Atto 2 is offered in both all-electric (EV) and plug-in hybrid (PHEV) versions. In the European market, the Atto 2 EV is available with either a 45.1kWh or a 64.8kWh battery, with a WLTP-claimed range of up to 430km. Both battery versions are available with a front-axle-mounted (FWD) electric motor producing up to 201hp and 310Nm. BYD claims a 0-100kph time of 7.9 seconds and a top speed of 170kph.
International-spec BYD Atto 2 shown for representative purposes only.
The plug-in hybrid version, called the Atto 2 DM-i, is offered with a 97hp 1.5-litre 4-cylinder petrol engine and a choice of 7.8kWh or 18kWh battery mated with a 197hp front-axle-mounted (FWD) electric motor. The Atto 2 PHEV has a combined system output of up to 212hp and 300Nm and a total WLTP-claimed range of 1,000km.
Gets two interior themes and a minimalistic dashboard with two screens
International-spec BYD Atto 2’s dashboard shown for representative purposes only.
The Atto 2’s cabin is identical for both the EV and PHEV versions, offered with either an all-black or a beige-and-black interior theme. The minimalistic dashboard features a free-standing 12.8-inch rotatable touchscreen infotainment system with integrated AC controls, an 8.8-inch digital driver’s display, and a chunky 3-spoke steering wheel with physical buttons. Features include a panoramic sunroof, 6-speaker audio system, a 50W wireless phone charger, a 360-degree camera, a vehicle-to-load (V2L) charging function, and front and rear parking sensors. The India-spec model could get a similar feature suite.
Currently, BYD sells only EVs in India. However, the manufacturer showcased its proprietary DM-i plug-in hybrid in June, revealing that the Seal U will launch as the first model with this powertrain by the end of 2026. So, it remains to be seen whether BYD expands its plug-in-hybrid plans to the Atto 2, or offers it in an electric-only guise in the country.
International-spec BYD Atto 2 shown for representative purposes only.
The BYD Atto 2 EV is expected to rival the Hyundai Creta Electric, Tata Sierra EV, Mahindra BE 6 and Maruti e Vitara. The Atto 2 PHEV will offer a more efficient option to the Hyundai Creta, Kia Seltos, Tata Sierra, Renault Duster, Nissan Tekton, Maruti Victoris and Grand Vitara, and MG Astor.
July was a stacked month for car launches in India. It was during these 31 days that we got models such as the Maruti Suzuki Brezza facelift, ninth-gen Toyota Hilux, Nissan Tekton and Honda ZR-V. It appears that August 2026 is set to be a fairly busy month for new car launches in India, too. Here are some cars that we know will be introduced next month, and some that could.
Mahindra Scorpio N facelift
Debut date: August 15, 2026
One of the cars that Mahindra could debut this Independence Day is the Scorpio N facelift. It’ll be mechanically unchanged over the outgoing model, but the exterior will now feature new two-tone alloy wheels. Unlike the exterior, there are more updates to the interior of the Scorpio N facelift.
Recently leaked images show a revised centre console with repositioned AC vents and a new tablet-style infotainment touchscreen mounted above. There’s also a new digital driver’s display visible in these spy shots. These screens look similar to the 10.25-inch units found on the Thar Roxx. These updates could push up the price of the Mahindra Scorpio N facelift, with the pre-facelift model currently priced from Rs 13.49 lakh to Rs 24.95 lakh.
Updated Mahindra BE 6
Debut date: August 15, 2026
Another Mahindra car that could be introduced on August 15 is the updated BE 6. While the midsize EV is still relatively new in the market (launched in November 2024), Mahindra is expected to spec it up with a triple-screen setup as seen in the brand’s other models such as the XEV 9e, XEV 9S and also the combustion-powered XUV 7XO.
Another big change on the inside is the deletion of the distinctive halo design effect that separates the driver and front passenger in the outgoing model, as shown in this spy shot. Mahindra is also set to offer a new black-and-tan colour upholstery with the updated BE 6. The rest of the updated Mahindra BE 6 is unlikely to see major updates, though prices are likely to be revised upward. For reference, the EV is currently priced between Rs 18.90 lakh to Rs 26.90 lakh.
Near-production Mahindra Vision S
Debut date: August 15, 2026
Mahindra has been busy testing the Vision S prototype for a while now, and a public debut of its near-production version is expected this Independence Day. Note that the production-spec model is still sometime away from being launched, which is expected to happen in 2027. While the actual name of this new compact SUV remains under wraps, it’ll be slotted above the XUV 3XO in Mahindra’s line-up. The Vision S concept was underpinned by the Nu_IQ platform, meaning compatibility compatible with petrol, diesel, hybrid and fully electric powertrains.
Skoda Slavia facelift
Debut date: August 18, 2026
The Skoda Slavia was first launched in February 2022. Four-and-a-half years on, the Czech brand will be introducing the Slavia facelift come August 18, 2026. Changes on the outside of this updated midsize sedan include a new front grille with integrated LED elements and revised front and rear lights. The Slavia facelift is also expected to get mildly redesigned bumpers, a new design for the alloy wheels and front parking sensors.
The Skoda Slavia facelift could feature new cabin upholstery, and perhaps even the massage function for the rear seats as seen in the Kushaq facelift. This update could also bring a larger 10.25-inch digital driver’s display. While the 1.0-litre TSI and 1.5-litre TSI engines are to be carried over, the former is expected to be offered with a new 8-speed torque-converter automatic gearbox. All of these updates could raise prices, which currently range from Rs 10.00 lakh to Rs 18.19 lakh.
New MG EV, PHEV
Debut date: August 2026 (date unknown)
Based on the Chinese-market Wuling Eksion SUV, JSW MG is set to debut its India-spec all-electric and PHEV (plug-in hybrid vehicle) versions this August. The upcoming JSW MG SUV will be underpinned by the brand’s ADAPT (Advanced Drive Architecture Platform Technology) platform. The new Eksion-based electric SUV will rival the likes of the Mahindra XEV 9S, while the plug-in hybrid version is to take on the diesel-automatic variants of the Mahindra XUV 7XO and Tata Safari.
Wuling Eksion EV shown for representation purposes only.
The fully electric model will feature a 69kWh battery pack and a single, front-mounted electric motor generating 201hp and 310Nm. The upcoming EV’s official claimed range is around 600km. As for the new plug-in hybrid SUV, it combines a 1.5-litre Atkinson-cycle petrol engine, an electric motor and a 20.5kWh LFP battery pack. The latter produces up to 195hp and 230Nm, whilst the petrol engine makes 105hp and 130Nm of its own. For the Eksion PHEV version, Wuling claims an all-electric range of 125km and a combined range north of 1,000km.
After the Carens Clavis EV, the Kia Syros EV is the carmaker’s second mass-market zero-emission vehicle in India. The electric Syros rivals the Mahindra XUV 3XO EV and the Tata Nexon EV, and we recently got behind the wheel to find out what it does well and where it falls short. If you are planning to bring this Kia EV home, here are three reasons to consider it and two reasons why you may want to think again.
Pros
Impressive performance and range
First, let’s discuss some numbers. The Kia Syros EV is offered with two battery pack options: 42kWh and 51.4kWh. Both power a front axle-mounted electric motor, producing 135hp with the smaller battery and 171hp with the larger unit. Torque remains the same at 255Nm for both versions.
We drove the 51.4kWh version, which Kia claims can sprint from 0-100kph in 8.1 seconds. In our experience, performance was brisk. The EV comes with Eco, Normal and Sport drive modes, and throttle response becomes a little sharper as you move through them. Initial response across modes is linear, though there is a strong shove as you press the throttle further. Even in Eco and Normal, overtaking is effortless, and there is rarely a need to switch to Sport for a quick pass.
The MIDC range is 526km for the 51.4kWh battery pack and 443km for the 42kWh unit. While our short drive wasn’t enough to verify these figures, the larger battery should comfortably deliver around 400km of real-world range on a single charge.
Spacious and practical cabin
Like the ICE version, the Syros EV offers plenty of space for passengers. Since the drive selector is placed on the steering column, Kia has redesigned the centre console to create more storage space. Its upper section gets a small storage area below the armrest and two cup holders with a sliding cover. The console’s lower section offers a larger storage space for a bag, another cup holder and a wireless phone charger. Also, the front door pockets are large enough to hold a couple of bottles and an umbrella.
The front seats are comfortable and supportive, and the rear-seat space continues to be one of the compact SUV’s biggest strengths, with plenty of room all around. The battery pack raises the floor slightly, but sliding the rear bench backwards makes it much more comfortable. The EV’s flat floor is another advantage, and rear-seat ventilation (for the base) has been carried over from the ICE version.
The boot space remains unchanged at 390 litres with the rear seat pushed back and 465 litres with it slid forward. Rear seats can also be folded to carry larger items, and being an EV, it also offers a 16-litre frunk (front boot).
Feature-packed
The EV gets Kia’s Trinity Panoramic Display, which includes two 12.3-inch screens for infotainment and the driver’s display, along with a 5-inch screen for the climate control. Wireless Android Auto and Apple CarPlay are offered, while the top trims also feature an eight-speaker Harman Kardon sound system. To pamper occupants at the back, AC vents and sunblinds are standard across the range. The household-style three-pin socket in the back seat is exclusive to the top-spec X-Line trim.
As for safety, the Syros EV comes with six airbags, all-wheel disc brakes, tyre-pressure monitoring and Isofix child-seat mounts as standard. The X-Line trim also gets a 360-degree camera and an ADAS (advanced driver assistance systems) suite with features such as adaptive cruise control with stop-and-go, lane-keep assist, forward and rear collision avoidance and a blind-spot camera. Notably, the ICE version no longer gets ADAS.
At the time of writing, the Syros EV has not yet received an official crash-safety rating. However, since the ICE version has already earned a 5-star Bharat NCAP crash-safety rating, the EV is expected to achieve a similar result.
Cons
Body roll through the corners
The ride on the Syros EV is slightly more absorbent than the ICE version, although there is still an underlying firmness. This helps keep the car stable, but because it is tall and narrow, there is noticeable body roll around the corners.
Pricey at the top end
The Kia Syros EV is priced from Rs 13.5 lakh for the 42kWh version, while the 51.4kWh Extended Range starts at Rs 17 lakh. The fully loaded X-Line trim is priced at Rs 20 lakh. At this price, it competes with the Tata Nexon EV (Rs 12.49 lakh-17.49 lakh) and Mahindra XUV 3XO EV (Rs 13.89 lakh-14.69 lakh) compact SUVs, as well as larger EVs such as the MG Windsor EV (Rs 14.7 lakh-19 lakh) and Maruti e Vitara (Rs 15.99 lakh-19.99 lakh).
Top-spec Kia Syros X-Line.
The 42kWh version does offer strong value for money, but the larger 51.4kWh Extended Range version is a tougher sell. It costs noticeably more than its direct rivals and even overlaps with higher-battery versions of the MG Windsor EV and Maruti e Vitara. While the Syros EV has several strengths, many buyers may want a bigger SUV for similar money. Kia’s Battery-as-a-Service (BaaS) scheme lowers the upfront purchase cost, but similar plans are also available with the MG and Maruti EVs.
Ex-showroom prices mentioned above are as of July 30, 2026.
At GIIAS 2026 in Indonesia, Hyundai pulled the covers off the Neira Concept, which hints at an upcoming electric MPV for the Indonesian market. Evidently, the Neira Concept is a rebadged version of the Kia Carens Clavis EV, which has been on sale in India since July 2025. This isn’t surprising as Kia and Hyundai are sister brands under the Hyundai Motor Group umbrella.
Hyundai Neira Concept exterior design
Same design as that of the Carens Clavis EV, but with mild changes
The Neira Concept retains most of the Carens Clavis EV’s styling cues, but with subtle tweaks. Up front, the Neira Concept sports two rows of horizontal slats between the connected LED strip up top and the silver cladding below, and the charging port flap is more rectangular in shape. Expectedly, the Neira Concept bears a Hyundai emblem on the leading edge of its bonnet, and its bumper is also much chunkier than that of the Carens Clavis EV.
Credit: indra_fathan via Instagram
Over to the side, the only differences on the Neira Concept are its alloy wheels, a triple-ridge design for the skirt cladding, and chrome door handles – the Carens Clavis EV has body-coloured door handles. The rear end of the Neira Concept sets itself apart from the Carens Clavis EV’s with a different bumper design, more silver cladding, and a Hyundai badge on the bootlid.
Hyundai Neira Concept interior and features
Identical dashboard layout to the Carens Clavis EV
The similarities to the Carens Clavis EV carry over inside the Neira Concept as well. In fact, were it not for the Neira’s black seat upholstery and four-dot Hyundai motif on the two-spoke flat-bottomed steering wheel, you’d be hard-pressed to find any differences between these two electric MPVs.
Credit: indra_fathan via Instagram
They have the exact same dashboard layout, dual 12.3-inch screens, AC control panel, and floating centre console. As for seating layout, the Neira Concept displayed on the pavilion was a 7-seater, a configuration offered for the Carens Clavis EV too. The Kia MPV can also be had as a 6-seater with second-row captain’s chairs.
Hyundai Neira Concept battery and range
Could retain the Carens Clavis EV’s 42kWh and 51.4kWh batteries
Hyundai did not disclose what’s under the skin of the Neira Concept, but if the exterior and interior are anything to go by, it could share the Carens Clavis EV’s 42kWh and 51.4kWh battery options. Both packs are wired up to a 255Nm front-mounted motor, which outputs 135hp in 42kWh guise and 171hp in the 51.4kWh variants.
MIDC-claimed range stands at 404km for the smaller battery and 490km for the bigger unit. A 10-100 percent charge using an 11kW AC wallbox requires 4 hours for the 42kWh battery and 4.45 hours for the 51.4kWh pack. Both batteries take 39 minutes to charge from 0-80 percent using a 100kW DC charger.
Could the Hyundai Neira come to India
Hyundai plans to launch an MPV in India by the end of the decade
During its 2025 Investor Day, Hyundai confirmed that a new MPV will join its India line-up by 2030. At the time, Hyundai had only two MPVs in its global portfolio: the mainstream Stargazer and premium Staria. Given Hyundai’s usage of phrases like ‘family mover’ and ‘mobility for all’ to describe its India-bound MPV, the Stargazer was speculated to be the front-runner for the role, but now, the production-spec Neira seems likely too.
The Carens Clavis EV is an established model, so launching a mildly-differentiated Hyundai-badged version of it in India would take much less time than an entirely new MPV would. It’s also one of the most affordable yet feature-packed three-row EVs in the Indian market, so it’s quite a solid base for Hyundai’s own MPV offering. That said, this is speculation, so only time will tell if Hyundai will bring the Neira to India.
Kia has chosen the Syros to be its second mass market EV for the Indian market. Despite its superb packaging, oddball styling and high initial prices held back the original ICE version against traditional compact SUV rivals. However, EV customers are generally more accepting of avant-garde design, so can the Syros EV find success where the ICE version couldn’t? We drove it in Bengaluru to find out.
Kia Syros EV Exterior Design and Engineering – 7/10
EV has a slimmer intake above the number plate and slightly different lower bumper
A game of spot the difference between the Syros EV and the ICE version would prove challenging for the casual observer, so here is the cheatsheet. Up front, the bumper is ever so slightly different, with a slimmer cooling slot above the number plate and minor tweaks to the body-coloured triangular pods that house the LED fog lamps. Apart from the charging port on the front left fender and the shorter roof rails, the profile is unchanged. Crouch down, though, and you’ll notice the battery pack is visible, like it is on the Hyundai Creta Electric. Kia claims ground clearance is 197mm which is 7mm more than the ICE version. The tri-spoke 17-inch alloys are the same ones that debuted on the ICE car but were discontinued with the facelift. No differences round the back either, save for an EV badge on the tailgate.
Split lighting lifts the otherwise bland rear
If you didn’t like the way the Syros looked, the EV isn’t going to change your mind. It is distinctive, though – like a Japanese kei car only larger, and Korean. Its blanked-off fascia looks appropriate on an EV, and the vertically oriented headlights give it a unique look. The cladding lower down on the bumper carries on to the wheel arches, doors and the rear, adding some muscle. Breaking up the large greenhouse are the pronounced B-pillar and the upward kink in the C-pillar, both of which are neatly done. And while the tailgate looks a bit blank, the split lighting – with L-shaped elements framing the rear windscreen and larger units at the edge of the bumper – looks great when lit up.
Syros EV Interior Space and Comfort – 10/10
Dash layout is identical to the ICE version, but it gets the 3-spoke ‘wheel from the Seltos
Step inside and you start to understand why the Syros EV looks the way it does. Space for passengers, their knick-knacks and luggage is in abundance. With the EV’s drive selector positioned on the steering column, Kia has re-engineered the centre console to liberate a lot more storage. It now has two levels: the top floating portion has a small cubby under the armrest, along with two cupholders with their own sliding cover, while the lower level has a large storage area for a bag or such, another cupholder and a wireless charger. The front door pockets are just as accommodating, with room for a couple of bottles and an umbrella.
New center console has a lot of storage spaces
The front seats are supportive and comfortable, with heating and ventilation along with 4-way power adjustment for the driver. While the dash layout is unchanged, the EV gets the Seltos’ three-spoke steering wheel, but adjustment is still limited to rake and not reach. The EV uses a slightly different colour palette inside: our HTX+ test car gets a smart-looking black-and-off-white theme, the X-Line features a darker black-and-green ambience, while all other trims get an airy light grey and pastel blue theme. While most surfaces are hard plastic, the quality of the materials, fit and finish is top notch.
Front seats are comfy with heating, ventilation for both and power adjustment for the driver
The back seat remains a highlight, with plenty of room all around. The floor is slightly higher because of the battery pack, which means thigh support isn’t as good as in the ICE version. However, if you slide the bench back and stretch out, this isn’t much of an issue. A benefit of the raised floor is that it is now completely flat. Ventilation for the seat base carries over, but the backrest still misses out, as Kia says it would restrict its recline angle.
Higher floor slightly affects thigh support, but there’s ample room to stretch out
Boot space is identical to the ICE Syros at 390 litres with the seat all the way back, and 465 litres with it slid forward. The rear seats also split-fold – though not completely flat – to carry longer items. There is a 16-litre frunk too, though it is rather narrow.
Kia Syros EV Features and Safety – 9/10
Sitting proud on the dash is what Kia calls the Trinity Panoramic Display, comprising two 12.3-inch screens for the infotainment and driver’s display, with a 5-inch screen in between for the HVAC controls. The driver’s display is logically laid out, easy to read and offers some customisation, while the infotainment is sharp, snappy and has a clean UI. The EV gets a dedicated tab that shows several parameters related to the battery, range and energy consumption. It can also help find the nearest charger, condition the battery before charging, as well as set up charging schedules.
Handy drive mode button to cycle between Eco, Normal and Sport modes
The infotainment also offers wireless Android Auto and Apple CarPlay and, on the top trims, powers a superb Harman Kardon audio system with eight speakers, including one on the dash and a subwoofer in the boot. Sunblinds and rear AC vents are standard, while the massive panoramic sunroof features on all but the bottom two trims. Our second-from-top HTX+ also gets an integrated dashcam.
360-degree camera is sharp, but only available on top X-Line trim
Overall, the Syros EV is very well equipped, but some features are available only on the top X-Line variant, including Level 2 ADAS, ambient lighting, a 360-degree camera and a household-style three-pin socket in the back seat. Restricting features to the top trim isn’t unusual; however, the X-Line can only be had in Aurora Black Pearl or Matte Graphite, which might not be to all tastes.
V2L power outlet under the rear seat
The standard safety suite is robust, including six airbags, all-wheel disc brakes, tyre pressure monitoring and ISOFIX mounts. The ADAS suite is also comprehensive, including adaptive cruise control with stop-and-go, lane keep assist, forward and rear collision avoidance, and a blind-spot camera. At the time of writing, the Syros EV does not yet have an official crash safety rating, but considering the ICE version has a five-star BNCAP rating, a similar result for the EV can be expected.
Kia Syros EV Performance and Refinement – 9/10
The Syros EV is available with the same 42kWh and 51.4kWh NMC battery packs as the Carens Clavis EV and the Hyundai Creta Electric. Here too, they power a single motor on the front axle producing 135hp with the smaller battery and 171hp with the extended-range version. Torque is identical on both at 255Nm.
Borrows the 42 and 51.4kWh battery packs from the Carens Clavis EV
Performance was brisk on our 51.4kWh test car, with the 0-100kph sprint claimed to take 8.1 seconds. There are three drive modes to choose from – Eco, Normal and Sport – with each sharpening throttle response a little more than the last. Initial response in all modes is linear so as not to overwhelm those who aren’t used to the instant torque, but there is a strong shove as you get further into the throttle. Overtaking, then, is quite effortless, even in Eco and Normal, almost never needing a switch to Sport for a quick pass.
Initial acceleration is linear, but there is plenty of shove for quick overtakes
The regen braking modes – selected via the paddle shifters – are also very well calibrated, with a noticeable increase in resistance in each mode and the ability to turn it off completely. Holding the left paddle engages one-pedal driving, which uses regen to bring the car to a full stop. It works quite seamlessly and can be very convenient once you get used to it.
Regen modes are well calibrated and the i-Pedal function is handy in the city
Refinement is good too, with no noticeable motor whine making its way into the cabin. It’s so quiet, in fact, that Kia has added a virtual humming sound to warn pedestrians. Since there is no engine note inside the cabin, you do hear a bit more road noise, but at no point does it become intrusive.
Kia Syros EV Range and Efficiency – 8/10
Claimed MIDC range for the 51.4kWh battery is 526km, while the 42kWh unit claims 443km. Our short drive didn’t allow us to test these claims, but if the real-world range we achieved in the Clavis EV and Creta Electric is anything to go by, the Syros EV Extended Range should comfortably manage around 400km on a single charge. We will verify this when we have the car for longer.
Capable of DC fast charging at up to 100kW
Topping up a depleted battery from 10 to 80 percent is said to take 39 minutes on a 100kW DC fast charger. The same charge using the optional 11kW wallbox charger, is said to take almost five hours for the Extended Range and four hours for the Standard Range.
Kia Syros EV Ride Comfort and Handling – 8/10
The ride on the Syros EV is a touch more absorbent than on its ICE counterpart. Sharp bumps don’t come through to the cabin as abruptly, but there is still an underlying firmness to it. This firmness is there to help body control, but being a tall, narrow car, there is still a fair bit of body roll through the corners. It does feel stable though, and overall grip is strong.
There’s plenty of body roll, but it remains stable through the bends
Steering feel is also good, and it weighs up as speeds rise, which helps with high-speed stability. The four-wheel disc brakes are strong too, bringing the Syros to a confident halt when you drop the anchors. Overall, it isn’t the most entertaining car to drive, but it feels stable and secure at speed while being easy to manoeuvre in tight spaces.
Kia Syros EV Value for Money – 7/10
Introductory prices for the Syros EV start at Rs 13.5 lakh for the 42kWh version and Rs 17 lakh for the 51.4kWh Extended Range. If you want the fully loaded X-Line, that’ll be a cool Rs 20 lakh. To reduce the upfront purchase cost, a BaaS scheme is available with prices starting at Rs 7.99 lakh, and battery rental costing Rs 3.3 per kilometre. To sweeten the deal, Kia is offering a 15-year/unlimited-kilometre HV battery warranty for the first owner, along with an assured buyback value of up to 80 percent after three years.
Its pricing means the Syros EV rivals the Tata Nexon EV and Mahindra XUV 3XO EV, as well as larger EVs like the MG Windsor and Maruti e Vitara. As such, the 42kWh Syros EV makes for a very compelling option, undercutting its rivals in the sub-four-metre EV space. It is easily the most spacious in this segment and is very well equipped even in the lower trims. However, its case weakens with the 51.4kWh Extended Range. It is significantly pricier than its immediate rivals, overlapping with the larger-battery versions of the Windsor and e Vitara. While the Syros EV has its merits and even outdoes them in some areas, buyers might find the allure of a bigger car for the same money too hard to resist.
Toyota has launched the ninth-generation Hilux in India for the 2026 model year. One of the Japanese brand’s most iconic nameplates, this new Hilux is priced between Rs 31.99 lakh and Rs 36.69 lakh (ex-showroom, India), making it up to Rs 3.47 lakh more expensive than the previous-gen Hilux. The closest competitor to the Hilux is the Isuzu V-Cross. So, does the 2026 Toyota Hilux make a good proposition if you’re in the market for a lifestyle pickup truck? Let’s find out.
1. What does the 2026 Toyota Hilux look like?
The new model looks sharp yet intimidating
When it comes to its size, the new Hilux is 5mm shorter than the model it replaces. In terms of their width, height and wheelbase though, these two share identical dimensions. However, the sculpted and upright front fascia of the new Hilux looks imposing, with the bold ‘TOYOTA’ lettering adding to the overall butch appeal. The honeycomb front grille, sleek LED headlamps and C-shaped LED elements in the tail-lamps add a touch of modernity to this design.
The new Hilux is sold in the ‘Double Cab’ configuration, but the wheel sizes have shrunk from 18 to 17 inches. The flared wheel arches sport black plastic cladding, while the ORVM housings, door handles, running boards, alloy wheels, roll bars and rear bumper are also finished in black. The latter has integrated steps that make accessing the bed easier from all three sides. Moreover, the tailgate features large ‘TOYOTA’ lettering as well.
2. How is the interior of the 2026 Toyota Hilux?
The cabin looks relatively simple and ergonomics shouldn’t be an issue
Once you haul yourself inside the 2026 Toyota Hilux, there are a few things that will catch your attention. While some surfaces are covered in leatherette, there are enough hard-wearing plastics in this cabin to remind you of its old-school pickup truck origins. Even the top-spec Hilux variant gets an all-black interior theme, manually operated front seats and fabric upholstery. The bare-bones climate control panel also looks out of place in a vehicle this expensive.
On the other hand, the three-spoke steering wheel, button-operated glovebox release, toggle-style four-wheel drive (4WD) switch and a rotary drive mode selector look good and work as expected. There are also 7 airbags, 360-degree cameras, wireless Apple CarPlay & Android Auto, wireless charging, a 12.3-inch infotainment display, and an 8-speaker audio system. The abundance of physical controls is another advantage in a utility-based lifestyle truck like the Hilux. The high seating position plus the flat and low-set dashboard should make judging gaps easier. Stepping into the back shouldn’t be too troublesome, courtesy of the fixed running boards and oversized rear grab handles.
3. Is the 2026 Toyota Hilux well-equipped?
Some of the cost-cutting measures here are perplexing
The new Hilux costs more than its predecessor, but this hasn’t resulted in more equipment. While the design language used here looks modern, expected amenities like leatherette upholstery and powered and ventilated seats are missing. There is no dual-zone automatic climate control – in fact, there’s no auto AC at all. Another modern feature that’s been given a miss is an auto-dimming IRVM (inside rearview mirror). Even the digital driver’s display of the new India-spec Hilux is a downsized 7.0-inch unit – international-spec versions get a 12.3-inch panel.
4. What are the powertrain specifications of the 2026 Toyota Hilux?
The ninth-gen Hilux isn’t mechanically too different to its predecessor
The 2026 Toyota Hilux shares its IMV underpinning and diesel-automatic powertrain with the eighth-gen model. This means the output of the 2.8-litre four-cylinder turbo-diesel engine remains the same, at 204hp and 500Nm. While the old model was available with a 6-speed manual gearbox as well, its replacement is only offered with a 6-speed torque converter automatic. Customers still get to pick between two-wheel drive (2WD) and four-wheel drive (4WD) options, but the 48-volt mild-hybrid system available in global models remains out of reach to buyers here.
5. Will the 2026 Toyota Hilux work well as a pickup truck?
The ninth-gen Hilux isn’t mechanically too different to its predecessor
At its core, the Toyota Hilux is a pickup truck. Therefore, it can be had with the brand’s Multi Terrain Select (MTS) system, downhill assist control, a rear differential lock and an electronic limited-slip differential. These off-road-centric systems, along with the rugged leaf spring rigid rear axle and hydraulic engine mounts, should allow the Hilux to traverse challenging terrain without much fuss.
Toyota also offers a tailgate assist system, which basically allows the drop-down gate to be lowered in a controlled manner. In terms of practicality, the new Hilux can carry up to 500kg worth of cargo in its bed, with tie-down points available to secure the cargo. The three integrated steps in the rear bumper will come in handy if you want to get onto the rear bed for loading or unloading items.
Mercedes-Benz has bolstered the E-Class range in India with the performance-focused AMG E 53 plug-in hybrid, which is priced at Rs 1.45 crore (ex-showroom). Unlike the regular India-spec E-Class, which is an LWB (long-wheelbase) model, the AMG E 53 PHEV is a shorter SWB (standard-wheelbase) version. It’s also the only AMG version of the current-gen E-Class on sale worldwide. If you’re interested in bringing home the AMG E 53 PHEV, we’ve listed the performance sedan’s most prominent strengths and weaknesses below.
Pros
Exciting powertrain
The E 53 comes with a plug-in hybrid setup that marries a 449hp 3.0-litre turbo-petrol straight-six, a 28.6kWh battery pack and an electric motor housed within the 9-speed automatic gearbox. The combined output is 585hp and 750Nm (612hp when using launch control), which is routed to all four wheels via Mercedes’s 4Matic+ AWD system.
As we noted in our Mercedes-AMG E 53 PHEV review, it’s a blast to drive in its most aggressive Sport+ drive mode. Both the engine and electric motor operate at maximum capacity, providing rapid but smooth acceleration and strong power delivery. The gearbox also feels well-suited to the powertrain, with quick shifts and an ‘M’ mode that gives you full control and doesn’t intervene even if you hit the redline. That said, the gearbox can feel clunky and too eager at crawling city speeds, as it tends to constantly shuffle through the lower gears.
For the E 53, Mercedes-AMG claims a 0-100kph time of 4 seconds with launch control and an electronically limited top speed of 250kph, which rises to 280kph with the optional AMG Driver’s Package.
Usable electric range
Thanks to its 28.6kWh battery, the E 53 claims a 100km all-electric range, which, in the real world, will likely hover in the 75-90km ballpark. This is more than enough to complete daily urban commutes without burning a drop of petrol, making the E 53 surprisingly affordable to run, at least in the city.
Once the battery begins to deplete, the straight-6 engine fires up and drives the wheels, but even then, the hybrid system pitches in via constant regenerative braking and electric assistance, ensuring the E 53 feels responsive while delivering better fuel efficiency than an equivalent pure-petrol performance sedan. As for charging, an 11kW AC wallbox takes 2.25 hours for a 0-100 percent charge, while a 60kW DC fast charger takes 20 minutes for a 10-80 percent top-up.
Fantastic handling
Around the bends, the E 53 feels remarkably composed, even though it lugs around a fairly substantial battery pack – its low placement helps keep the centre of gravity down. Body roll is kept in check. The Sport and Sport+ drive modes noticeably tighten up the car; the dampers become more responsive, and the steering gains heft.
The AWD system is rear-biased, and the Michelin Pilot Sport 4S tyres confidently deploy all that power to the road. Rear-wheel steering of up to 2.5 degrees is also included, aiding stability through high-speed corners.
Cons
Unnatural brake feel
Despite being fitted with massive 390mm discs up front and regenerative braking, the E 53 doesn’t deliver a natural or consistent pedal feel. Stopping power is strong, but the spongy, inconsistent brake pedal puts a damper on an otherwise fun driving experience.
Poor in-cabin ergonomics
While the interior layout of the E 53 looks and feels very upmarket, its ergonomics suffer due to a glaring absence of physical controls. Much of the in-cabin functionality is folded into the large 14.4-inch central touchscreen, which isn’t all that intuitive to use while on the move. The touch-capacitive controls on the steering wheel further add to the frustration.
Compromised boot space
While the battery pack helps enhance the E 53’s performance and daily usability, its placement beneath the boot floor significantly eats into luggage capacity. At 370 litres, the E 53’s boot is 170 litres smaller than that of the standard E-Class. There’s no spare wheel either, with its space instead occupied by the charging cable and puncture repair kit.
