Not too long after a significant update, Mahindra has given the Thar yet another shot in the arm. The Thar OG now gets a whole new set of upgrades to the design, interior and, mainly, under the skin. A new suspension, new steering and added features are all part of the aim to make it more liveable and urban-friendly while retaining the Thar’s butch and bullyish character. Have they succeeded?
Mahindra Thar OG exterior design and engineering – 9/10
Design updates have retained the classic Thar look and road presence.
The design is why the Thar stands out, so Mahindra has not done much to change its character. However, it now gets some modern touches. At the front, the halogens are replaced with LED headlamps with C-shaped LED DRLs, along with LED fog lamps. The grille has been redesigned, with the Thar logo forged into it, and so has the front bumper. Look closer, and you will also see front parking sensors now, while the track has been widened for more stability.
19-inch alloy wheels with AT tyres add to the toughness.
What you don’t see is the new platform the Thar sits on. The OG is now based on the Gen 4 chassis, dubbed M-Glyde, which also serves the Roxx. The side profile flaunts new 19-inch wheels with AT tyres, the Thar OG badge and a new design for the cladding.
LED taillamps are similar to the Thar Roxx.
The rear continues with the LED treatment, with C-shaped taillamps, a new bumper and another OG logo. A closer look reveals a rear camera in the centre of the spare wheel.
The reversing camera is tucked in the centre of the spare wheel.
Overall, the imposing, butch design remains, with new modern touches.
Mahindra Thar OG interior space and comfort – 6/10
Top-spec ZXT trim gets leatherette upholstery in a new shade.
Compared to the exterior, the changes on the inside are a lot more subtle. The new top-spec ZXT trim gets leatherette upholstery finished in a shade of brown, which looks premium with the exposed stitching. There is a new wireless charger and two new switches on the centre console: one for the terrain modes and the other to engage the electronic locking differential.
Gets a new wireless phone charger and different switchgear.
The Thar received a facelift around a year ago, when the cabin was brought up to date with a new steering wheel, touchscreen and dashboard, and these features have been carried over to the OG. The seats are broad and comfy but miss out on ventilation. The two dummy buttons on the centre console will hopefully be used for this feature soon.
Dashboard design is unchanged from the 2025 facelift.
The steering wheel is also the same as before, as is the analogue instrument cluster with an MID in the centre. The plastics, however, feel low-rent, especially when you consider the rivals in the same price bracket.
Just enough room in the rear seat; gets AC vents now.
At the rear, space remains as it was, and it is exclusively a two-seater. However, the addition of AC vents, a USB-C port and soft-plastic armrests with cupholders has enhanced comfort. The backrest can recline, and short drives should be easy once you settle in.
Boot space is still not adequate for long trips or airport runs without folding the second row.
The boot space remains a weak point too, with barely any room for an airport run. Large suitcases will require folding down the second row.
Mahindra Thar OG features and safety – 7/10
Not the best clarity and misses a 360-degree view, which is essential for off-roading.
The Thar OG isn’t on par with rival mid-size SUVs but does get the essentials this time around. There are grab handles, manual AC controls, a USB-A port for Apple CarPlay since it isn’t wireless, and a USB-C port for charging. Android Auto gets wireless connectivity.
Crucially, the ZXT trim gets six airbags now, with the launch of the new HPTS airbags, which stand for Head, Pelvis, Thorax and Shoulder. There are front parking sensors with a reversing camera now, although, given the Thar’s off-road bias, a 360-degree camera would have been a lot more useful. The ESP also gets a retune for better response, and then there are the big mechanical updates under the skin.
Mahindra Thar OG performance and refinement – 8/10
The bump in power and torque makes it better at highway cruising.
Powering the Thar OG is the same powertrain lineup as before, but with a bump in power and torque for the turbo-petrol engine and the bigger diesel. We had the 2.2-litre diesel engine on test with the six-speed automatic gearbox. The engine now produces 152hp and 330Nm, which is 18hp and 30Nm more than the outgoing unit.
To be honest, the jump in performance is not evident initially, as Mahindra engines have always had a good off-the-line response. Where the power comes in is in the second half of the rev band. Highway cruising at triple-digit speeds is a bit more effortless now, but you wouldn’t enjoy rushing the Thar. Sedate cruising is what it does best.
Highway stability is better now, but over an uneven stretch it still tosses you around.
What Mahindra has also improved is NVH, and the cabin is a bit more muted now. You still hear the diesel drone past 2,500rpm, but overall sound damping has been improved.
The gearbox, too, likes to pace itself, and quick overtakes come at the cost of engine noise. The shifts are smooth but relaxed, and even in manual mode, you don’t get much better response. Enthusiastic driving is not something the Thar enjoys, contrary to the infamous videos circulating online.
Mahindra Thar OG ride comfort and handling – 7/10
Rear pentalink suspension with Watts linkage for added stability and comfort.
The biggest advances to the Thar OG have taken place under the body. The stiffer Gen 4 chassis is paired with a new Pentalink suspension at the rear, with a Watts linkage and DAVINCI dampers. Frequency-dependent damping, however, is only available on the top-spec trim. But has that improved the Thar on the road? The simple answer is yes.
The Watts linkage is responsible for adding stability at the rear. Imagine you’re pushing a shopping trolley. If one wheel suddenly moves sideways while you hit a bump, the trolley gets wobbly. The Watts linkage basically tells the axle: “You can go up and down, but please stay in the middle.” The effect is less bouncing over uneven highways and bad patches.
The electronic locking differential is now convenient to use, making the Thar just as capable as before.
Then there is the DAVINCI damping that was seen on the XUV 7XO. The thuds coming from sharp, low-speed bumps are now not as harsh and, while it will still toss you around, if you hit a bad bump, it won’t unsettle the car. To add even more comfort with the bigger 19-inch wheels, the ZXT trim also gets frequency-dependent dampers along with the DAVINCI setup. Over a rough patch, you can tell they are working full-time to keep the cabin unfazed.
New gen 4 platform seen on the Roxx now underpins the 3-door Thar.
Now, as sophisticated as all of this is, the Thar OG is still a hardcore body-on-frame SUV at the end of the day. The new tech has certainly improved its on-road manners, but if you want a plush, supple ride, the Thar won’t cut it. A long drive will now be more comfortable, but you will still get knocked awake from your snooze.
Terrain modes work with ESP, throttle control and steering input for maximum assistance while off-roading.
The new EPS, however, has made a huge difference. The amount of effort needed to steer and turn the Thar is no longer a game of might. Under 20kph, the steering is light enough to twirl with just one finger, but as the speed rises, it gains heft so as not to feel uncomfortably light at speed. So, there is no need to wrangle with the steering to make a three-point turn anymore.
Also new and exclusive to the ZXT trim are rear disc brakes, which have added to the stopping power. The bite is stronger, and the Thar feels a lot more confident when slowing down now.
Mahindra Thar OG price and verdict – 8/10
The Thar OG is improved in all areas without sacrificing its character.
With a starting price of Rs 10.32 lakh, the Thar OG is rather tempting. However, for most of the new bells and whistles, you will have to opt for the top-spec ZXT trim, which starts at Rs 13.99 lakh for the 1.5-litre engine with RWD. The diesel-AT version we drove will set you back Rs 18.99 lakh, so you need to be sure of what you want. The Thar OG is mighty capable, has a lot of character and is a lot better in every area than before. But as an everyday car, you’d still want some more practicality, creature comforts and refinement. However, if you are someone who likes to off-road or even just take the long way home with little regard for plushness, there is nothing like the Thar OG under Rs 65 lakh.
The Mercedes-Benz GLC EV you see here is not merely an electric derivative of the GLC you and I are familiar with. It’s built on an all-electric platform, and it’s longer, wider, and built on a slightly larger wheelbase than the GLC. And it also does 0-100kph in just 4.3 seconds.
The big news is that it’s coming to India by the end of the year. There’s lots to talk about, so let’s go one by one.
Mercedes-Benz GLC EV Exterior Design and Engineering – 8/10
Large new grille reminiscent of older Mercs
Let’s talk styling first, and what catches your attention up front is this large new grille. It’s very different from what we’ve seen of Mercs of late, but it actually has a link to Mercs of old. The upright grille is styled to look like the one on iconic models like the W112 S-Class, but there’s a lot of modernity built into it as well. There are 942 lighting elements in it! Talking of lighting, the three-pointed star on the nose glows and there’s a tri-star DRL pattern in the headlights too. And unlike other Merc EVs from the (recent) past, there is a functional frunk with a handy 129 litres of space.
Gets an 84mm longer wheelbase than the ICE version.
The GLC EV doesn’t look all too different to the ICE GLC in profile. Which is to say it is not an upright SUV but curvy, low-slung and aerodynamic. What is noticeably different is the wheelbase, which is a full 84mm longer. Mind you, this is the standard wheelbase GLC EV. There’s a long-wheelbase version sold in markets like China. India will get the GLC with 20-inch rims and flush-fitted door handles that pop out when the doors are unlocked.
570-litre boot is spacious, but a caveat is the absence of a spare wheel.
Styling at the back is quite distinct from the other lot of Mercedes SUVs, and that’s thanks to a band of black that runs the width of the tailgate. There’s full-LED lighting at the back replete with three-pointed star light signatures.
The powered tailgate opens up to a 570-litre luggage area, which is quite sizable. The only catch is that there’s no space for a spare tyre. Mercedes India will probably have to provide one to sit on the boot floor, which means not much space will be left for luggage.
Before we proceed, I have to admit, I didn’t like what I saw of the GLC EV in pictures. In reality, it is eye-catching, and in a very good way.
Mercedes-Benz GLC EV Interior Space and Comfort – 8/10
Interior quality is impressive, with open-pore wood trim while physical steering knobs and AC vents have a tactile feel
That new-age Mercedes vibe continues inside too, and that feeling is all thanks to a 39-inch Hyperscreen that extends nearly the entire width of the dash. There’s a seamless connection between the digital instrument cluster, the centre touchscreen and front passenger display, and it does look really impressive. That being said, the screens have taken away some of the warmth that you’d expect in a Merc.
Comfy front seats come with various levels of adjustment, massage and heating. India-spec model expected to come with a cooling function.
In terms of quality, though, the GLC EV feels like an expensive Mercedes. There’s open-pore wood, the AC vents operate with very satisfying clicks and clacks, and physical rotary controllers make a welcome comeback to the steering wheel.
The front seats are as comfy as they look, with multi-way powered adjustment, massage and heating. We expect the model for India to pack in ventilation as well.
You get more space than the standard GLC, and unlike some EVs, you do get good foot room. However, it’s best suited for two.
It’s at the back where things get really interesting for buyers confused between a GLC and a GLC EV. Rear seat space is a bit more generous than the standard GLC. There’s also good foot room under the front seats, which is not something you can say about all EVs, and even the seating position isn’t the typical knees-up that we’ve come to associate with EVs. A longer seat squab would have upped the experience. Also, the rear seat is best for two. A middle passenger will have to contend with a high centre tunnel.
Mercedes-Benz GLC EV Features and Safety – 9/10
The Hyperscreen is the focal point of the dash and delivers brilliant graphics across the entire display. The digital dials, centre touchscreen and passenger screen appear to be part of a seamless display and look terrific. There are themes for the screen too that also adjust other functions for the full effect. For instance, a bonfire on the screen will be accompanied by the seat heating coming on.
Massive 39-inch hyperscreen has a good UI and seamlessly integrates with other in-car displays but packs in too many functions.
The thing is, there’s just too much packed onto the centre touchscreen. The UI is good but more physical controls would just make life easier. The passenger display is slick in its own right but only blanks out if it detects the driver looking at it (a camera on the dash monitors the driver’s gaze). A privacy glass would have just been better.
Among the other features, the panoramic glass roof is made up of nine segments which can be individually controlled for transparency. You can make them completely opaque, and they did a surprisingly good job of keeping the heat out. You could even have the glass roof specced with 162 stars that change colour with the ambient lighting.
Panoramic glass roof comprises nine individually configurable segments to control transparency.
Features-wise, aside from the screens and glass roof, the other highlight is the Burmester 4D sound system with exciters in the seat, so you can actually feel the bass. The head-up display and cameras are also top-class, while the AI integration doesn’t feel like a tick-mark item. You can actually converse with your car for restaurant recommendations or even abstract general knowledge.
The safety suite includes 9 airbags, ESC and a full suite of ADAS features.
Mercedes-Benz GLC EV Performance and Refinement – 9/10
Your friendly Mercedes salesperson will only be too happy to run you through the GLC 400’s big numbers: 489hp, 800Nm and a 4.3 sec 0-100kph time. The figures are made possible by front and rear permanently excited motors that draw power from a 94kWh battery pack.
489hp from its dual motors makes the GLC EV feel like an AMG compared to its ICE counterpart.
How does it all come together? The first thing that gets you is the silence. The drive experience is just what you’d expect in a plush Mercedes electric car. So it’s really quiet, and you don’t hear much of the world outside. There is a bit of wind noise if you really pay attention, but honestly, with some music piping out of the Burmester sound system, it’s not something that will catch your attention in the least.
What’s also clear is that the GLC EV is the strong and silent type. The performance makes the GLC EV feel like an AMG compared to the standard GLC petrol and diesel. A two-speed gearbox ensures quick getaways when needed, as well as the long legs for a more relaxed drive. Stomp down on the accelerator from a steady cruise, and you can feel the kickdown.
You won’t need to drive like a hoon to enjoy the GLC EV. Performance, no surprises, is very brisk when you put some weight on the accelerator pedal, with easy access to power. You can make the GLC EV feel a bit more urgent when you play around with the drive modes, but honestly, you won’t really need to because of how friendly the power feels and how ready the GLC EV feels at all times.
Power is easily accessible and is ready to push further when you put your foot down.
You’ll also take very naturally to the regen braking levels. One-pedal driving is included, and there’s the option of an intelligent mode too that reads the driving environment and optimises regen force.
The GLC EV also gets sound profiles, and we have to say they’re a bit unusual. They’re not trying to mimic the sound of a V8 or a V6 or any kind of ICE engine. The sounds are more on the sci-fi spectrum, so if you accelerate hard, you’d get the feeling of being in a UFO, which is disconcerting, if we can be honest. We’d rather enjoy the quiet inside.
Mercedes-Benz GLC EV Range and Efficiency – 8/10
Its large 94kWh battery can be charged from 10-80 percent in 22 minutes with a 330kW DC fast charger.
Now, on to the matter of range. Mercedes claims a 715-kilometre range on the WLTP cycle. Even if you account for real-world Indian conditions, you’re looking at a comfortable range of over 550 kilometres. Drive with a bit of care, and you could see that figure go past 600 kilometres. We really have come a long way in just a few years, haven’t we?
Of course, the go-to charging solution for most owners will be home charging. There’s up to 22kW AC support. The GLC can also be charged at up to 330kW using DC charging. Theoretically, at max speed, the GLC EV’s 94kWh battery can be juiced up from 10 to 80 percent in 22 minutes. A 10-minute charge alone can give you 300 kilometres of range.
Mercedes-Benz GLC EV Ride Comfort and Handling – 8/10
We can’t give a definitive verdict on cornering ability, as the bulk of our route was on the Autobahn outside Stuttgart, which has the gentlest of curves.
At Autobahn speeds, the GLC EV feels really planted and drives like a proper German car should. There’s pleasant weight at the steering wheel as well.
In terms of high-speed ride comfort, the GLC EV doesn’t come across as softly sprung as something like an EQS SUV, which really feels a bit roly-poly. There is still some vertical movement even when you switch to Sport mode, but it’s not to the point of being an irritant.
Feels planted out on the Autobahn and the steering is well-weighted
We’ll reserve judgement on the air suspension’s bump absorption till we drive the GLC EV on our roads, but on the sole patch of broken road on our route, the GLC EV didn’t feel entirely plush. Perhaps that’s something for Mercedes India to have on their list of things to do for the version headed our way.
A cool feature on the GLC’s suspension is its use of Google Maps to identify the vehicle’s environment and adjust ride height. For instance, the car automatically lowers on a highway. Also cutting-edge is how the suspension preps damping force in advance of a bump based on Car2X information from a Mercedes vehicle driving ahead. The systems better be up for the challenge of our roads.
Bundled in with air suspension is rear-axle steer, and the 4.5 degrees of movement does help greatly at parking speeds.
Mercedes-Benz GLC EV Should You Buy Now or Wait – 9/10
Bookings for the GLC EV open in early October, and the model will be launched in India within 2026.
It’s a big deal because the GLC EV comes to India within just six months of its European rollout. What makes the timeline even more impressive is the fact that the GLC EV won’t be an import, but will be assembled in India. Local assembly points at keen pricing.
The GLC EV will be locally assembled 6 months after its European version goes on sale.
We expect the model to be priced at about Rs 85-90 lakh (estimated, ex-showroom), which wouldn’t be all too far from the ICE GLC’s price. Factor in the registration benefits on EVs, and the price gets more tempting still.
As a product, the GLC EV does have lots going for it. It’s got the power, the refinement and the tech you’d expect on a luxury EV. Importantly, it doesn’t feel like your dad’s Mercedes, and that new-age cool is something many buyers will resonate with.
BMW’s iX3 Long Wheelbase and Audi’s Q6 e-tron are alternatives to watch out for in 2027, but in the near future, the GLC EV looks set for a clean run.
When we first drove the all-new, all-electric Mercedes-Benz CLA, we came away impressed with its smooth powertrain and its promise of a substantial real-world range. We’ve now subjected it to our real-world performance and efficiency tests to see if it delivers on that promise.
Mercedes CLA 250+ exterior design and engineering – 8/10
Polarising, aero-efficient design; based on new MMA platform.
The new CLA has been designed with efficiency very much in mind, but Mercedes hasn’t completely abandoned the visual character that made the original car appealing. Its smooth, rounded silhouette is familiar from other Mercedes EVs, yet the low-slung, coupé-like roofline and frameless doors give it a distinct identity. Flush-fitting door handles, a sealed-off grille, aero-optimised 18-inch AMG alloys and a fully sealed underbody all contribute to an exceptionally slippery shape, with a drag coefficient of just 0.21Cd.
Mercedes’ three-pointed star features prominently across the CLA, appearing on the bonnet, grille, headlamps and tail-lamps. The grille itself gets 142 illuminated stars, which might sound excessive on paper, but they do give the CLA a distinctive look and, in person, seem to work rather well.
More significant, however, is what lies underneath. The CLA EV is the first Mercedes to use the new Modular Architecture (MMA) skateboard platform, which will also underpin future models. At over 4.7m long, more than 1.8m wide and over 1.4m tall, with a wheelbase approaching 2.8m, it is roughly the same size as a BYD Seal.
Mercedes CLA 250+ interior space and comfort – 7/10
Impresses with tech and quality; cramped rear with high floor.
The CLA makes a good first impression inside. Its doors open wide for easy access, while the cabin combines smart design with good materials and build quality. The CLA 250+ is offered in AMG Line trim, so you get a flat-bottomed AMG steering wheel, sporty metal pedals and AMG-spec upholstery.
Doors open wide to aid access to the cabin; retains the stylish frameless doors.
The dashboard is dominated by a large gloss-black panel housing the digital displays. The graphics are sharp, the interface is clean, and the system is easy to navigate. What isn’t quite as convincing is the near-total absence of physical controls. Apart from a few capacitive shortcuts for functions such as volume and drive modes, most functions are accessed through the touchscreen, which isn’t ideal while on the move.
Centre console has two levels, with the top featuring cupholders and a wireless charger, and a large cubby space below.
The third passenger display offered in the 250+ Launch Edition has been omitted here, with its place taken by a gloss-black panel featuring illuminated Mercedes stars. The turbine-style air vents at either end of the dashboard are a nice touch, though, and are particularly satisfying to operate.
There is decent storage, too. You get a large glovebox, storage beneath the centre armrest, bottle holders in the doors and a floating centre console with cupholders and a wireless charger on top, along with a large storage area underneath.
AMG Line brings Alcantara and leather trim for the snug and supportive seats; relatively knees-up seating here too.
The front seats are supportive and well padded, although larger occupants might find them a little snug. More importantly, the relatively high floor means you sit with your knees raised even in the front. At the rear, this issue is more pronounced.
High floor results in knees-up seating, upright backrest and sloping roof further compromise rear seat’s comfort.
Although the CLA has a longer wheelbase than its predecessor, which improves knee room, the battery beneath the floor eats into under-thigh support and results in a knees-up seating position. The upright backrest and sloping roofline further compromise comfort, particularly for taller passengers. There is a centre armrest with cupholders and dedicated rear AC vents, but this still isn’t a car we’d recommend for regular chauffeur-driven use.
There is a large fixed panoramic glass roof that does make the cabin feel more spacious. Mercedes says the glass is heat-insulated, but a sunshade would have been welcome, particularly in our climate. It also misses sunblinds for the rear windows, meaning the rear AC has to work particularly hard to keep the back of the cabin cool.
Cargo space is a useful 405 litres; boot opening isn’t large, though.
Boot space stands at a useful 405 litres. More interestingly, the CLA gets a 101-litre front trunk – the first time Mercedes has offered a frunk on one of its EVs.
In a first for Mercedes-Benz EVs, there’s a convenient 101-litre front trunk.
Mercedes CLA 250+ features and safety – 9/10
Packed with cutting-edge tech and features; no seat ventilation.
The CLA is a showcase for Mercedes’ latest technology. Four supercomputers provide the computing power, which Mercedes says is more than 200 times that of the previous CLA. It is also the first Mercedes to use the company’s new MB.OS infotainment operating system.
With the AMG Line styling package, the 250+ gets a flat-bottomed AMG steering, metal pedals and AMG seat upholstery; third passenger screen is reserved for the Launch Edition; cabin is practical with loads of storage, and overall fit/finish is good.
An Nvidia processor allows for quick responses, while over-the-air updates mean the system can be updated without a visit to the workshop. There’s also a new MBUX Virtual Assistant, which learns about the driver, including their language, accent and mood. It uses AI tools, including ChatGPT, Gemini and Bing, to further make your life easier, and you can ask them to do just about anything from setting navigation to changing the AC and so much more.
Screen is slick, has sharp graphics and native maps, which show directions in real-time using the camera feed.
The CLA also gets the new MB.Charge app, which brings charging providers together in one place. It can locate chargers, show their real-time availability, help plan a journey and even handle payment for a charging session.
The feature list is extensive. Highlights include a 14-inch central touchscreen, 10.25-inch digital driver’s display, powered, heated and massaging front seats, dual-zone climate control, configurable ambient lighting, a panoramic glass roof, Burmester 3D audio, wireless phone charging and auto parking. Ventilated front seats, however, aren’t offered.
CLA 250+ packs in an auto park feature, which works very well in unmarked spaces too.
Safety equipment is comprehensive, with six airbags, a 360-degree camera and Level 2+ ADAS, which Mercedes calls MB.Drive. It includes adaptive cruise control, lane-keep assist, blind-spot monitoring, autonomous emergency braking and semi-autonomous driving functions. The system uses a combination of radar sensors and cameras and didn’t feel overly intrusive; better than previous Mercs, which feel trigger-happy with emergency braking. The CLA was also the safest car tested by Euro NCAP in 2025.
Mercedes CLA 250+ performance and refinement – 9/10
Smooth, progressive powertrain; refinement is impressive.
The CLA 250+ uses a rear-mounted electric motor producing 272hp and 335Nm. Performance is brisk, but what stands out more than outright acceleration is the way it delivers its performance.
Unlike some performance EVs that deliver power aggressively from the moment you bury the accelerator, the CLA builds speed in a smooth, progressive manner. The power delivery is linear, and there’s always enough performance on tap. Sport mode sharpens the response, while synthesised sounds played through the speakers add a little more theatre.
In our performance tests, it managed a 0-100kph time of 6.6sec in Sport mode, narrowly beating the claimed time of 6.7sec. Rolling acceleration is impressive too, with 20-80kph in Sport taking 3.68sec, and 40-100kph being dealt with in 4.26sec. Naturally, performance in the Comfort and Eco drive modes is more sedate than Sport, with the difference between the former two being almost negligible.
Mercedes has also opted for a two-speed gearbox, which is unusual for an EV, but makes sense here. The short 11:1 first gear helps with initial acceleration, while the taller 5:1 second gear is intended to improve efficiency at higher speeds. And from behind the wheel, you can feel when it shifts gears. Mercedes claims a drivetrain efficiency of 93 percent, and that plays an important role in the CLA’s impressive range.
The new brake-by-wire system is another area where the CLA makes a big improvement over older Mercedes EVs. Brake response is reassuring, with a good bite and a natural, consistent feel. In our braking test, the CLA came to a halt from 80kph in 26.49m despite it being on a damp surface.
Control stalk now houses the start/stop button, the drive selector, and is also used to toggle between regen braking modes.
There are four levels of regenerative braking, including a one-pedal mode and an adaptive setting. They work well, with the Normal setting bringing it from 80-20kph in 311.56m, while the Strong setting takes 96.36m for the same. It’s worth noting, however, that Mercedes has moved the controls for the regen from the steering-mounted paddles used on some EVs to the gear selector stalk. You push or pull the stalk to change the regen level, and this isn’t quite as intuitive. The same stalk also incorporates the start/stop button.
Where the CLA really impresses is refinement. The absence of an engine obviously helps, but Mercedes has also done an excellent job of keeping wind and road noise out. At speed, the cabin remains remarkably quiet. A CLA 200 variant is also available in India, using the same rear-mounted motor layout but producing a lower 224hp and 335Nm. However, we’re yet to test this version.
Mercedes CLA 250+ tested acceleration times (sec)
Sport
Comfort
Eco
0-10kph
0.57
0.64
0.61
0-20kph
1.18
1.18
1.22
0-30kph
1.74
1.76
1.80
0-40kph
2.32
2.35
2.39
0-50kph
2.90
2.96
2.99
0-60kph
3.48
3.56
3.59
0-70kph
4.10
4.26
4.32
0-80kph
4.83
5.09
5.12
0-90kph
5.67
6.04
6.09
0-100kph
6.60
7.10
7.12
0-110kph
7.93
8.61
8.58
0-120kph
9.35
10
10
0-130kph
10.79
11.39
11.41
1/4 mile
14.98
15.33
15.33
20-80kph (rolling)
3.68
3.88
3.87
40-100kph (rolling)
4.26
4.72
4.73
Mercedes CLA 250+ range and efficiency – 9/10
Low drag, efficient powertrain mean superb real-world range.
Mercedes claims a WLTP range of 792km from the 85kWh (net) NMC battery, although, predictably, the real-world range is lower. In the city, with the regen set to the strongest mode, it delivered an efficiency of 6.87km/kWh that translates to a range of 584km. On the highway, with the regen set to ‘Normal’, it delivered an efficiency of 7.52km/kWh for a 640km range. With an average efficiency of 7.2km/kWh, you can expect a real-world range of 612km on a single charge, which is very impressive.
In the city, the strongest regen setting enabled it to recoup energy effectively, which helped boost efficiency, while the two-speed gearbox, with its taller 5:1 second gear, enabled greater efficiency at higher speeds and thus contributed to the EV’s highway efficiency. Combined with the low 0.21Cd drag coefficient and the normal regen mode that allows for more coasting, it proved even more efficient on the highway, which isn’t usually the case with EVs.
The CLA 250+ uses an 800V electrical architecture and supports charging at up to 320kW, but chargers capable of delivering that output remain few and far between in India. In our charging test using a 150kW DC fast charger, we saw an average charging speed of around 92kW with a peak charging speed of 125kW. To charge from 20-80 percent, it took 35 minutes and consumed 53.89kWh in total. This, combined with the efficiency and large real-world range, should make long-distance driving relatively stress-free.
Mercedes CLA 250+ tested range
City (km/kWh)
6.87
Highway (km/kWh)
7.52
Average (km/kWh)
7.19
Range (km)
611.5
Mercedes CLA 250+ ride comfort and handling – 8/10
Strikes a mature balance between ride and handling.
The CLA’s rear-wheel-drive layout gives it an enjoyable character on a winding road, and the steering is one of its stronger points. With no drive being sent through the front wheels, it feels precise, building up weight progressively with speed. It’s light enough at low speeds to make manoeuvring easy, yet gains enough weight as you go faster.
Thanks to the CLA’s rear-wheel-drive setup and precise steering, it feels agile and good fun around corners.
Mercedes has increased the Euro-spec CLA’s 107mm ground clearance for India and made suspension changes to better suit our roads, and both have worked. There’s enough clearance to deal with regular-sized speed breakers, while the additional height hasn’t really compromised the car’s handling or comfort. Around corners, the CLA remains agile, and body roll is well controlled. The ride does have a hint of firmness to it, but it deals with road imperfections without fuss and feels composed at both low and high speeds. Overall, it’s a mature combination of ride comfort, stability and handling.
Mercedes CLA 250+ value for money – 8/10
Refined and efficient powertrain, long range and sorted ride and handling make it Merc’s best EV yet.
Priced at Rs 60.50 lakh (ex-showroom), the CLA 250+ is a fairly compelling proposition, considering what it brings to the table. There are shortcomings, most notably the cramped rear seat, knees-up seating even at the front, and the absence of sunshades for the panoramic roof and rear windows. But if you’re going to drive yourself and want a luxury EV that’s distinctive, the CLA makes a strong case for itself.
Its powertrain is smooth and refined, its efficiency is excellent, it has an impressive real-world range of over 600km, and it strikes a very good balance between ride comfort and handling. Add to that a cabin packed with cutting-edge tech, and the new CLA emerges as one of the company’s most accomplished EVs yet.
The Tata Aeris has replaced the Tigor as the manufacturer’s compact sedan offering. Priced from Rs 5.29 lakh, it is available in five trims: Smart, Pure, Pure+, Creative and Accomplished. These variants can be had with either a petrol or CNG engine, paired with a 5-speed manual or AMT. So, which Aeris variant should you choose? Let’s find out.
Tata Aeris powertrain options and prices
Available in 5 trims, offered with a petrol and a CNG engine option
The Tata Aeris gets a 1.2-litre three-cylinder Revotron petrol engine that produces 86hp and 113Nm. The CNG version uses the same 1.2-litre engine but produces 75.5hp and 96.5Nm in CNG mode. Both powertrains are offered with a 5-speed manual and a 5-speed AMT. The CNG version also gets a twin-cylinder setup, with the two CNG cylinders positioned beneath the boot floor for usable luggage space.
Tata Aeris variant-wise ex-showroom price list (in Rs, lakh)
Petrol MT
Petrol AMT
CNG MT
CNG AMT
Smart
5.29
–
6.29
–
Pure
6.14
6.69
7.14
7.69
Pure+
6.74
7.29
7.74
8.29
Creative
7.49
8.04
8.49
9.04
Accomplished
8.19
8.74
9.19
9.74
Tata Aeris colour options
Offered in 6 hues, available with a body-coloured or black roof
The Tata Aeris is offered in six exterior colours: Dandeli Drizzle, Dune Glow, Nitro Crimson, Pure Grey, Daytona Grey and Pristine White. These colours are offered in a dual-tone option with a black roof in the one-below-top Creative and top-spec Accomplished trims.
Price: Rs 6.14 lakh to Rs 7.69 lakh, Powertrain: Petrol MT/AMT, CNG MT/AMT
Features over Pure
8-inch infotainment touchscreen
Wireless Android Auto and Apple CarPlay
4-speaker sound system
Reverse parking camera
Rear AC vents
65W front USB Type-C charging
Cruise control
Front and rear centre armrest
Tyre pressure monitoring system (TPMS)
Shark-fin antenna
Hill hold control
15-inch stylised steel wheels on petrol variants
14-inch stylised steel wheels on CNG variants
Creative
Price: Rs 7.49 lakh to Rs 9.04 lakh, Powertrain: Petrol MT/AMT, CNG MT/AMT
Features over Pure+
Auto LED headlights and LED DRLs
Auto-folding ORVMs
LED fog lamps
LED taillights
15-inch alloy wheels on petrol variants
10.25-inch infotainment touchscreen
Connected car technology
360-degree camera
Automatic climate control
Cooled glovebox
Rain-sensing wipers
Dual-tone roof
Accomplished
Price: Rs 8.19 lakh to Rs 9.74 lakh, Powertrain: Petrol MT/AMT, CNG MT/AMT
Features over Creative
Ventilated front seats
Wireless phone charger
2 tweeters
Leatherette upholstery on seat and armrests
65W rear USB Type-C charger
Dashcam recorder via 360-degree camera feed
Chrome door handles and waistline detailing
Magazine pockets
Which variant of the Tata Aeris should you buy?
Creative trim offers a good balance, but Pure+ trim is suitable for budget buyers
The Tata Aeris Creative offers a good balance between price and features, and its misses over the Accomplished are not significant, especially considering the price difference. If you want a well-equipped Aeris without spending on the top-spec trim, the Creative is the variant to go for. If you are on a budget, the Pure+ is a suitable alternative.
Tata has launched the Aeris as the facelifted version of the Tigor, priced from Rs 5.29 lakh to Rs 9.74 lakh (ex-showroom). It features a sleeker exterior with new LED lighting elements and redesigned bumpers, while the cabin gets a revamped dashboard and fresh features. Here’s a look at how the new Aeris compares with the outgoing Tigor, including the key similarities and differences.
Tata Aeris vs Tigor: Exterior design
Gets a more aggressive face with sleeker headlights and fog lamps
The Tata Aeris features a more aggressive design inspired by the Tiago hatchback, much like the pre-facelift versions of both Tata models. It gets sleeker LED headlights with eyebrow-shaped DRLs, along with a slimmer and simpler grille that does away with the chrome trims seen on the Tigor. The bumper has also been redesigned with larger air intakes and sleeker LED fog lamps, giving it a more minimal look compared with the Tigor’s circular halogen units.
Aeris gets redesigned alloy wheels and new badges on front doors
In profile, the Tata Aeris remains largely unchanged from the Tigor, with the only notable updates being the redesigned 15-inch alloy wheels and new Aeris badges on the front doors. Both sedans feature black outside rearview mirrors (ORVMs), chrome door handles and a chrome strip along the window line.
Sleeker LED taillights and a simpler bumper are offered with the Aeris
The Aeris retains the Tigor’s coupe-like tapering roofline, but gets a few updates that give it a more modern look. These include sleeker LED taillights connected by a red plastic trim and a revised bumper with a centrally positioned reverse parking light. The high-mounted stop lamp continues to span the width of the rear windscreen.
Tata Aeris vs Tigor: Interior design and features
Gets a new cabin theme and a minimalistic dashboard
The Tata Aeris gets a new cabin theme with a more minimalistic dashboard design. It continues with the free-standing 10.25-inch touchscreen infotainment system, but now features a new free-standing semi-digital driver’s display. The 2-spoke steering wheel is carried over, but now gets a non-illuminated Tata logo on the horn pad.
The climate control panel remains unchanged from the Tigor, while the centre console has been redesigned to accommodate two smartphones, with one slot incorporating a wireless charging pad. The door armrests have also been revised, while the individual centre armrests have been replaced by a chunkier single unit with storage space underneath. On AMT variants, a rotary drive selector replaces the traditional gear selector stalk.
New features make the Aeris a more modern offering
The seats in the Tata Aeris get revised cushions and leatherette upholstery, while the front seats are now ventilated. However, the 6-speaker sound system is a downgrade from the Tigor’s 8-speaker unit. Other features, including automatic climate control, wireless Android Auto and Apple CarPlay, a cooled glovebox and rear AC vents, continue to be offered.
In terms of safety, the Aeris gets six airbags as standard, compared with the Tigor’s standard dual-airbag setup. Its 360-degree camera can also be used as a dashcam, while hill hold assist, ISOFIX child-seat anchorages and rear parking sensors are carried over from the Tigor.
Tata Aeris vs Tigor: Powertrain options
No changes have been made to the powertrain department
There are no changes to the powertrain, with the Tata Aeris continuing with the 1.2-litre, 3-cylinder naturally aspirated engine, available with either petrol or CNG. The petrol version produces 86hp and 113Nm, while the CNG version makes 76hp and 97Nm. Both powertrain options are paired with either a 5-speed manual or a 5-speed AMT.
As before, the CNG version gets two cylinders mounted inside the boot, reducing boot space to 227 litres, which is 192 litres less than the petrol version.
The Tata Aeris is priced from Rs 5.29 lakh to Rs 9.74 lakh, compared to the older Tigor’s Rs 5.70 lakh to Rs 9.10 lakh range. The Aeris locks horns with the Maruti Dzire, Honda Amaze and Hyundai Aura.
Nissan has pulled the covers off the Pixo, which is an A-segment EV specifically meant to cater to the urban buyer in Europe, according to the automaker. The Pixo is the result of a collaboration between NDE (Nissan Design Europe) and alliance partner Renault, and is manufactured at the latter’s Novo Mesto facility in Slovenia.
Design highlights include pixel-inspired lighting and “robot face” front bumper.
3,796mm long, 1,790mm wide and seats up to four adults.
Sliding rear seats, 10-inch touchscreen, Google built-in, ADAS and more.
27.5kWh battery, 82hp motor and up to 259km WLTP range.
Nissan Pixo exterior and dimensions
The Pixo features striking colour options and cube-inspired proportions
The Nissan Pixo features the Japanese brand’s latest design language meant specifically for EVs. The cube-inspired proportions of the Pixo are accompanied by what the brand says are pixel-inspired lighting and a “robot face” front bumper. ‘Pixo’ lettering aside, there are also ‘2-3’ markings to denote ‘Ni-San’ in Japanese. There are pixel-like highlights on the 18-inch wheels, while ‘Nissan’ is spelled out on the tailgate.
Nissan says that the Wonder Purple and Gear Blue paint options are meant to reinforce the Pixo’s youthful urban character, and these striking colours are contrasted by black trim bits on select surfaces. At 3,796mm long and 1,790mm wide, Nissan claims that the Pixo’s dimensions are specifically meant to fit European cities without compromising space on the inside. Meanwhile, it has a 9.9-meter turning circle.
Nissan Pixo interior design and features
This EV has been designed to carry up to four adults and sports a vertically stacked dashboard
The Nissan Pixo has a relatively modern but simple-looking interior. However, it does get a vertically stacked dashboard with a textured finish and orange accents around the AC vents. There are physical buttons and dials to control the automatic climate control system, with a large drive-selector stalk behind the steering wheel. The dash also integrates a 7-inch digital driver’s display and a tablet-style 10-inch touch-infotainment screen.
Equipment highlights of the Nissan Pixo include Google Gemini, which the brand claims is ‘first-in-segment’ and that it will be offered in 16 languages and dialects. Adding to this list will be Google built-in features, MyNissan app and Face ID with the capability of recognising different drivers and remembering their personalised settings. The Nissan Pixo will be available with ADAS (advanced driver assistance systems), integrating adaptive cruise control, lane-departure warning and ‘Hands-Free Parking’.
There are dual-tone fabric seats that look simple, and there’s enough space to carry four adults, with the rear units capable of being individually slid forward or backward based on cargo-space requirements. Nissan says that the Pixo can accommodate up to 356 litres of cargo in the boot – out of which 50 litres is taken up by the charging cable. “We’ve worked hard to maximise the space within the Pixo’s compact dimensions, creating a cabin that feels open, practical and surprisingly roomy,” said Masato Koyama, Lead Exterior Designer at Nissan Global Design.
Nissan Pixo powertrain and charging
This electric powertrain comprises a lithium iron phosphate battery and a single electric motor
The Nissan Pixo is equipped with a 27.5kWh lithium iron phosphate (LFP) battery pack, which energises a single electric motor capable of producing 82hp. While Nissan hasn’t released torque or performance figures of the Pixo yet, it does claim a WLTP range of 259km on a full charge.
The Pixo supports DC fast-charging at up to 50kW, which the brand says can take the state of charge from 15-80 percent in around 28 minutes. The Nissan Pixo also supports bi-directional AC charging of 11kW. Nissan is yet to announce the price of the Pixo, though customer deliveries in Europe are scheduled start in early 2027.
The BMW i7 has been embraced wholeheartedly by India’s ultra-high-net-worth buyers. Since its launch in 2023, it has dominated the high-end luxury sedan space, and interestingly, has consistently outsold its own petrol sibling. In fact, around 60 percent of 7 Series buyers have opted for the EV. With the 2026 i7 now being locally assembled in India and the i7 50 xDrive priced at Rs 1.95 crore, exactly at par with the petrol 740, BMW expects the scales to tilt even further in favour of the electric version.
BMW has also introduced the significantly more powerful i7 M70 xDrive. However, as a full import priced at Rs 2.65 crore, it commands a substantial Rs 70 lakh premium, which is likely to limit its appeal. For most buyers then, the locally assembled i7 50 xDrive is expected to remain the sweet spot of the range.
BMW i7 50 xDrive Exterior Design and Engineering – 8/10
The cleaned-up styling looks significantly more palatable than its predecessor.
BMW has made substantial changes to the i7’s styling. The DRLs are now longer and slimmer, and feature a crystalline effect that looks absolutely stunning up close. The oversized kidney grille has also been redesigned and, like before, remains illuminated. The air dam adopts a more rectangular design, the headlamps are vertically oriented, and the excessive black treatment has been done away with completely.
The tyres appear undersized but owners are unlikely to complain given the ride comfort benefits that come with the higher-profile tyres.
New 20-inch alloy wheels replace the outgoing version’s 21-inch units. While some might argue they appear slightly undersized, owners are unlikely to complain given the ride comfort benefits that come with the higher-profile tyres.
Like the front, the rear has also been cleaned up. There’s a new diffuser, broader tail-lamps, and a neater bumper design. Overall, this iteration looks significantly more palatable than its predecessor, and in the optional two-tone paint finish of our test car, road presence was immense.
BMW i7 50 xDrive Interior Space and Comfort – 9/10
The redesigned dashboard adds freshness and previews the direction BMW’s future interiors are expected to take.
The i7’s dashboard has been completely redesigned, adding much-needed freshness while also previewing the direction BMW’s future interiors are expected to take. The biggest talking point is the deletion of the conventional instrument cluster. In its place sits a new panoramic head-up display positioned right at the base of the windscreen, projecting a wealth of information. It is highly customisable and, besides essentials like speed, charge status and warnings, can display motor speed, navigation, compass information, audio details, date and time, outside temperature, air quality, or even one of BMW’s Art Cars as a decorative element in the remaining six slots. The display is sharp, brilliantly executed, and sits naturally within your field of vision without becoming distracting.
A panoramic head-up display projects a wealth of information, it’s highly customisable and the display is sharp and brilliantly executed.
As for design, the new steering wheel is far more divisive. Its octagonal shape, combined with spokes extending from the horn boss at the 12 and 6 o’clock positions, makes it look unconventional. The light-coloured finish is also likely to be difficult to keep clean — you may even find yourself asking your chauffeur to wear gloves. On the plus side, it feels pleasant to hold, and the controls, though limited in number and not individual buttons, are satisfying to use.
There’s also a new 17.9-inch free-standing touchscreen along with a smaller passenger display, both adopting a parallelogram shape. Curiously, the top-right corner of the central screen appears as though it has been chipped off, although that isn’t actually the case. Generous ambient lighting, crystalline detailing for the drive selector, volume controller and start-stop button, silver speaker grilles, and an overall light-coloured cabin theme further elevate the sense of luxury.
A one-touch relaxation mode transforms the rear seat into a lounge-like position. Updated 8K theatre screen is still part of the package.
Expectedly, the seats are supremely comfortable. All four seats get heating, ventilation and massage functions. Additionally, the rear-left seat features a one-touch relaxation mode that transforms it into a lounge-like position, complete with a raised ottoman, a fully-forward front passenger seat, and a fold-down footrest. Sadly, like the outgoing model, the spare wheel remains mounted on the boot floor, significantly compromising luggage capacity.
BMW i7 50 xDrive Features and Safety – 10/10
The i7 50 M Sport comes loaded with virtually every feature luxury sedan buyers could ask for. The new panoramic end-to-end head-up display replaces the conventional instrument cluster and is not only unique and highly customisable, but also exceptionally well executed. The 17.9-inch touchscreen is new too, and now benefits from additional shortcut keys in addition to permanently displayed climate-control functions, making it marginally easier to operate than before. However, the user interface still feels somewhat overwhelming, with an abundance of functions buried within multiple sub-menus.
The central screen is marginally easier to operate than before. The new front passenger entertainment display is likely to be of limited relevance to most owners.
Also new is a front passenger entertainment display, though we suspect it will be of limited relevance to most owners. The new 31.3-inch 8K rear theatre screen, on the other hand, is likely to see much greater use, particularly on longer journeys.
Carried over from the outgoing version and continuing to add a sense of occasion are the powered doors, which open and close at the touch of a button.
Its Bowers & Wilkins Diamond Surround Sound System with Dolby Atmos delivers an incredibly immersive audio experience.
The highlight, however, is the outstanding Bowers & Wilkins Diamond Surround Sound System with Dolby Atmos and a whopping 35 speakers. It even delivers a 4D experience, with a pronounced thump felt through all four seats. The result is an incredibly immersive audio experience that is sure to impress even the most discerning audiophile.
BMW i7 50 xDrive Performance and Refinement – 9/10
Its performance feels effortless and reassuring, while the accelerator calibration is smooth and progressive for everyday driving.
The i7 50 xDrive uses a dual-motor setup producing a combined 483hp and 660Nm, which is more than adequate for a luxury sedan of this nature. There’s rarely any need to switch out of Efficient mode because there is always a vast reserve of torque available. The effortless performance feels reassuring, while the accelerator calibration is smooth and progressive during everyday driving.
Press the accelerator beyond the halfway mark and the i7 takes off like a scalded cat. Acceleration is rapid, with this 2.8-tonne luxury sedan sprinting from 0-100kph in just 5.5 seconds and reaching 200kph in a shade under 19 seconds. Owners can also choose to activate synthetic motor sounds that play through the speakers, adding a dramatic, sci-fi soundtrack to acceleration. These can be switched off entirely for a completely silent experience.
There are multiple regenerative braking settings, including Adaptive, High, Mid and Low. Of these, Adaptive stands out for its excellent calibration, intelligently varying regeneration and coasting based on traffic and road conditions. There’s also a dedicated one-pedal ‘B’ mode selectable via the drive selector. It delivers regeneration similar to the High setting but, unlike it, can bring the car to a complete stop without any brake pedal input.
BMW i7 50 xDrive Range and Efficiency – 9/10
The i7 50 xDrive gets a larger 112.5kWh battery pack with NMC cell chemistry, replacing the outgoing version’s 101.7kWh unit. As a result, this version claims a WLTP range of up to 728km. Although we haven’t yet subjected it to our range tests, we expect it to comfortably deliver over 500km in real-world conditions, which is more than sufficient for most users. BMW claims the battery can charge from 10-80 percent in 28 minutes using a 250kW (or higher) DC fast charger. On a 22kW AC charger, a full charge takes approximately six hours.
BMW i7 50 xDrive Ride Comfort and Handling – 10/10
What’s truly impressive is the pillowy ride quality. It shrugs off badly broken roads with ease, and maintains excellent body control.
Piloting the i7 may initially seem intimidating given its considerable dimensions, but its light steering and rear-axle steering significantly aid manoeuvrability. The latter allows the rear wheels to turn either with or against the fronts by up to 3.5 degrees, helping the car feel remarkably agile for its size.
What’s truly impressive is the pillowy ride quality. The thick, high-profile tyres add another layer of cushioning, allowing the i7 to shrug off even badly broken roads with ease. It absorbs potholes effortlessly, keeps road shocks well isolated, and maintains excellent body control. Passengers are also spared the uncomfortable side-to-side movements over unusually rough patches.
Selecting Sport mode does firm things up slightly, but while the air suspension becomes tauter and body control improves further, ride comfort never suffers. Handling feels predictable and, thanks to xDrive all-wheel drive, the i7 feels exceptionally planted and offers impressive grip when tackling corners. Rear-wheel steering also does a remarkable job of disguising its size.
In short, the i7 can be driven surprisingly enthusiastically, and for a luxo-barge, it drives exceptionally well. We would, however, recommend leaving the steering in Comfort mode, as it feels unnecessarily heavy in Sport.
The suspension raises by 20mm over the 136mm standard setting, allowing it to clear all but the most poorly designed obstacles.
Sport mode also lowers the ride height by 10mm from the standard 136mm setting. While beneficial for dynamics, it makes the underbody vulnerable even on relatively small speed breakers. Thankfully, two taps on the touchscreen raise the suspension by 20mm over the standard setting, allowing it to clear all but the most poorly designed obstacles. Cabin insulation is outstanding too, keeping road, wind and ambient noise effectively isolated from occupants.
BMW i7 50 xDrive Price and Verdict – 9/10
At Rs 1.95 crore, the locally assembled i7 50 xDrive is priced exactly at par with the petrol-powered 740 and is even a few lakhs more affordable than its chief rival, the Mercedes-Benz S-Class. Yet pricing alone isn’t what makes the i7 such a compelling proposition.
What truly sets it apart is the sheer sense of occasion it delivers. Its styling is bold, the cabin feels genuinely special, ride comfort is exceptional, and the level of technology on offer significantly elevates its desirability. Add to that an extraordinary audio system and the effortless refinement that only a luxury EV can deliver, and the i7 feels every bit the flagship it is.
Yes, luggage space remains compromised by the spare wheel placement, and the touchscreen interface isn’t quite as intuitive as that of its chief rival. But in this segment, neither is likely to be a deal-breaker.
The bigger takeaway is that BMW has successfully made the electric version of its flagship sedan the more desirable one. For buyers seeking luxury, comfort and technology, the i7 50 xDrive isn’t merely an excellent EV, it’s quite simply all the luxury car you’ll ever need.
Tata Motors is set to launch the Aeris on September 25, 2026, both in internal combustion (ICE) and fully electric (EV) avatars. The Aeris is essentially a rebranded Tigor facelift, and the upcoming sub-4-metre sedan has already been previewed through official teasers and design patent filings. Here’s all you need to know about the Tata Aeris before it breaks cover tomorrow.
1. How will the Tata Aeris look?
The Aeris gets a sleeker face and new lighting without losing the Tigor’s notchback profile
Compared to the Tigor, the new Tata Aeris will sport a sleeker front fascia featuring slim LED headlamps and thin LED DRLs. The official teaser also confirms LED fog lamps and C-shaped elements in the front bumper. Patent images suggest sharper-looking connected tail-lamps, with the number plate having been moved from the bootlid to the bumper.
Design patent of the Aeris as filed by Tata Motors.
Other changes expected include a new shoulder line and wheel designs, plus a new purple colour. The Aeris EV should share much of the ICE version’s overall design language, with a few tweaks as seen in Tata’s other ICE-to-EV models. The notchback roofline of the outgoing Tigor will be carried over, as shown in the patent filings.
2. How different will the interior of the Tata Aeris be?
The Aeris will get a more modern-looking and feature-rich cabin over the Tigor
Tata hasn’t teased the cabins of the Aeris yet, but they are expected to be similar to those of the new Tiago and Tiago EV. This means a modern-looking dual-tone theme with piano-black accents and a layered dashboard design with two free-standing digital displays, plus Tata’s new two-spoke steering wheel and an array of physical buttons and dials.
Tata Tiago’s interior shown for representational purposes only.
The Tata Aeris is also expected to share the feature set that’s available with the updated Tiago. Wireless charging, automatic climate control, rear AC vents, a 10.25-inch touchscreen, a digital driver’s display, wireless Apple CarPlay & Android Auto, connected car tech, a 360-degree camera, 6 airbags and electronic stability control could all be offered with select variants of the Aeris as well.
3. What powertrain options will the Tata Aeris get?
The ICE version could get the same setup as the Tigor; the pure-electric option may get the Tiago EV’s battery packs
On the powertrain front, the Aeris ICE variants could carry on with the existing Tigor’s engine and gearbox options. The latter’s 1.2-litre naturally aspirated three-cylinder engine produces 86hp and 113Nm when on petrol, and 76hp and 97Nm when running on CNG. Its gearbox choices are a 5-speed manual and a 5-speed AMT (automated manual transmission).
As for the Aeris EV, it may borrow the Tiago EV’s 19.2kWh and 24kWh battery packs. Alternatively, Tata could equip it with the larger 26kWh battery that currently powers the Tigor EV. Both setups utilise a permanent magnet synchronous motor producing up to 75hp/114Nm and 75hp/170Nm, respectively. The Tata Aeris EV is likely to offer a multi-mode regenerative braking system and multiple drive modes as well.
4. What is the expected price of the Tata Aeris?
Tata could offer the Aeris EV with BaaS to lower upfront costs
A slew of updates could potentially bump up the price of the Tata Aeris when compared to the Tigor. For reference, the combustion-powered Tigor is priced between Rs 5.70 lakh and Rs 9.10 lakh, while the Tigor EV is priced from Rs 12.49 lakh to Rs 13.75 lakh – both ex-showroom. Tata could offer the Aeris EV with a Battery-as-a-Subscription (BaaS) option on the EV to lower upfront costs, as it has done with the Tiago EV. The Tata Aeris will rival the Honda Amaze, Maruti Dzire and Hyundai Aura, while the Aeris EV doesn’t have any direct competitors.
The Mahindra Thar has never been about having everything. It has always prioritised the essentials of a hardcore off-roader, even if that meant giving up some of the finesse offered in modern SUVs. The second-generation model, launched in 2020, followed the same philosophy. Mahindra has now tried to bring the Thar closer to the times with a second facelift, dubbed the Thar OG. It gets a longer list of equipment and some technical updates over the earlier model. But there are still some features that the Thar OG misses out on.
1. Automatic climate control
Offers manual climate controls and rear vents as standard
The Thar OG continues with a rudimentary climate control system. There is no automatic climate control on any variant, with the SUV getting manual AC controls from the base AXT trim all the way up to the top-spec ZXT. On the positive side, Mahindra offers rear AC vents as standard across the range, which should be convenient for rear-seat passengers who do not get openable windows.
2. Powered or ventilated seats
Driver and co-driver seats are manually adjustable
The front seats are manual across the range, with no electric adjustment or ventilation on offer even in the top-spec ZXT. The driver gets height and fore/aft adjustment, while the co-driver’s seat can only be adjusted for reach. The mechanism that allows the co-driver’s seat to be tilted and slid forward for access to the rear seats is manual as well.
3. 360-degree camera
Offered with a rear parking camera but only on the top ZXT trim
Parking assistance is another area where the Thar OG falls short among SUVs offered in a similar price range. The Thar OG is available with only a rear parking camera, and that too exclusively on the top-spec ZXT. The AXT and LXT trims get rear parking sensors instead.
4. Advanced driver assistance system (ADAS) suite
No driver assistance system is offered, unlike the larger Thar Roxx
The Thar OG also does without an ADAS suite. Driver assistance features have become increasingly common across the SUV market, including among several midsize and sub-4m SUVs. The larger Thar Roxx gets these features, but Mahindra has not brought them to the Thar OG.
5. Digital instrument cluster
Continues to offer analogue dials and a coloured MID
While the Thar OG gets a fairly large 10.25-inch touchscreen, the instrument cluster retains a more traditional layout. There are two analogue dials for the speedometer and tachometer, with a multi-information display sitting between them. The AXT goes a step below with a monochrome MID instead of the colour unit offered on higher variants.
6. Branded audio system
Gets 6 roof-mounted speakers
The Thar OG gets a six-speaker audio system, but there is no branded audio setup on offer. All six speakers are mounted on the roof, while other Mahindra SUVs get branded systems from the likes of Harman Kardon or Sony.
7. Wireless Apple CarPlay connectivity
Wireless smartphone connectivity is limited to Android Auto users
The Thar OG gets a 10.25-inch touchscreen from the mid-spec LXT onwards, but wireless smartphone connectivity isn’t equally convenient for Android and iOS platforms. Android Auto works wirelessly, while Apple CarPlay still requires a wired connection.
8. Auto-dimming inside rearview mirror (IRVM)
A manual day/night-adjustable IRVM is offered as standard
The inside rearview mirror is another piece of equipment that remains fairly basic. The Thar OG gets a conventional manual day/night-adjustable IRVM across its variants, rather than an auto-dimming unit that automatically reduces glare from tailing vehicles.
9. Electronic parking brake
Manual handbrake is offered on all trim levels
The Thar OG also sticks with a conventional mechanical handbrake across the range. There is no electronic parking brake, even on the top-spec ZXT. While it is not a glaring miss, an electronic parking brake, at least with the automatic variants, would have definitely made the Thar OG feel a bit more modern.
It’s been just over a year since Mahindra last updated the 3-door Thar, but the changes this time around are beyond just skin deep. The new Thar gets a new platform and suspension, more power to two of its three engines and a longer list of features. The Mahindra Thar OG continues to rival the Force Gurkha and Maruti Suzuki Jimny. Here’s how the new Thar compares with the model it replaces.
Mahindra Thar OG vs old Thar: Exterior design
Different lighting, a new grille design and bigger wheels headline the major changes
The Thar OG retains the same rounded design for the headlamps as its predecessor. However, its reprofiled front now gets new C-shaped LED daytime running lights (DRLs) and full-LED headlamps, alongside a body-coloured air-intake grille with ‘Thar’ branding at the front and a ‘Mahindra’ badge on top. The new top-spec ZXT trim also introduces ice-cube fog lamps with a cornering function, replacing the old Thar’s halogen units.
The lower AXT and LXT trims continue with 16-inch steel and 18-inch alloy wheels, respectively, while the ZXT is fitted with larger 19-inch diamond-cut alloys, instead of the 18-inch units on the old Thar. Whereas the latter only had ‘Thar’ written on the front-right side, the new model replaces it with ‘Thar OG’ branding.
At the rear, the new Mahindra Thar features revised tail-lamps borrowed from the Thar Roxx, along with another ‘OG’ branding on the tailgate. While six exterior colours from the old Thar have been carried over, the Thar OG is also offered in new Artemis Silver and Jeans Blue colour options.
Mahindra Thar OG vs old Thar: Interior and features
General layout remains unchanged, but the Thar is now available with a few additional features
The overall dashboard layout has been carried over from the old Thar, including the 10.25-inch touchscreen and the analogue instrument cluster with a colour MID. There’s a new Truffle Brown leatherette upholstery option though, but it’s reserved for the top-spec ZXT trim, while lower trims stick with the old car’s vinyl and fabric options.
New on the features front with the Thar OG are wireless charging and a rear USB Type-C port, neither of which were offered on the old Thar. There’s even dedicated lighting for the main luggage compartment. ‘Zip’ and ‘Zoom’ drive modes are new additions as well. Mahindra has also added a push-button start function and armrests at the back with built-in cup holders, though the manually operated AC and old-school analogue instrument cluster with a colour MID have been retained.
Mahindra Thar OG vs old Thar: Engine and transmission
More powerful engine options, a new platform and upgraded off-road and safety features
The base 1.5-litre diesel engine is unchanged, continuing to produce 119hp and 300Nm. However, the Thar’s other engines are now more powerful. The 2.2-litre diesel now makes 152hp and 330Nm, which is up from 132hp and 300Nm – a jump of 20hp and 30Nm. The 2.0-litre direct-injection turbo-petrol puts out 162hp and 330Nm, gaining 10hp and up to 30Nm over the old version’s 152hp and 300-320Nm. Meanwhile, gearbox options are the same 6-speed manual and 6-speed torque-converter automatic, and both engines are available with a choice between RWD and 4WD.
The Thar OG gets a new Electronic Locking Differential and dedicated Mud, Sand and Snow terrain modes, none of which were offered with the old Thar. The Thar OG also switches to Mahindra’s M_Glyde 4G platform, first seen on the larger Thar Roxx, which the brand says is stiffer than the outgoing car’s underpinnings. The rear suspension gains a Watts Link, which the old Thar didn’t have, while ‘DAVINCI’ dampers with Frequency Dependent Damping (FDD) are also a first for the Thar 3-door. Ground clearance has gone from 226mm to 232mm, and the track is wider by 60mm. Finally, steering switches from hydraulic to electric, which should ease low-speed manoeuvring.
