Toyota is all set to launch the Glanza facelift on October 14, 2026, about a month after the launch of the 2026 Maruti Suzuki Baleno facelift. The Japanese automaker has released an official teaser, giving us a glimpse of the upcoming premium hatchback’s design. Here’s what you can expect from the 2026 Toyota Glanza facelift.
1. What will the 2026 Toyota Glanza facelift look like?
Official teaser shows the hatchback sporting a thoroughly revised front fascia
While the Japanese automaker is yet to fully reveal the 2026 Glanza facelift, the teaser gives us a decent glimpse of this hatchback’s front fascia. Understandably, there are some similarities between the upcoming Glanza and the updated Maruti Baleno. Like the latter, most of the changes to the outside are to be focused up front. This starts with the Toyota logo, which has been moved from the grille to the leading edge of the bonnet.
Another noticeable design cue on the front fascia of this facelift is the shiny garnish that extends down into the revised bumper. The circular fog lamps of the outgoing model have now been replaced by rectangular units, while the revised air-intake sports a hexagonal pattern. The 2026 Toyota Glanza facelift could also get an ADAS unit at the front like the updated Baleno. There could be new colour options, with dimensions of the upcoming Glanza facelift unlikely to change.
2. How different will the interior of the Toyota Glanza facelift be?
Cabin is likely to retain the familiar layout of the outgoing model
Pre-facelift Toyota Glanza’s interior shown for representational purposes.
Like the updated Baleno, the interior design and layout of the 2026 Toyota Glanza facelift are also expected to stay largely unchanged. This means that we can expect to find the same layered dashboard, plenty of physical switchgear, and a dash-top infotainment screen as in the pre-facelift model. What could be new are additional buttons on the steering wheel, tied to the expected ADAS feature.
3. What features are expected with the 2026 Toyota Glanza facelift?
Highlights with update could include Level 2 ADAS and ventilated front seats
Toyota could introduce the 2026 Glanza facelift with the set of new features that the updated Maruti Baleno received. This means niceties like ventilated front seats, a wireless charging pad with cooling, and an upgraded audio system could be made available on top trims. Features like the 9-inch touchscreen, automatic climate control and connected car tech are to be carried over.
The feature set is expected to be similar to that of the updated Maruti Baleno.
The upcoming Glanza facelift’s safety add-ons are likely to include Level 2 ADAS (advanced driver assistance systems) and a tyre-pressure monitoring system (TPMS). Like with the updated Baleno, the former’s functionalities would include adaptive cruise control with auto-emergency braking and lane-keep assist. Other safety features like the 360-degree camera, head-up display, hill-hold assist, stability control and 6 airbags could be retained as well.
4. What engine and gearbox will the Toyota Glanza facelift use?
A three-cylinder petrol engine is expected to replace the outgoing four-cylinder unit
A major change with the 2026 Toyota Glanza facelift is expected under the bonnet. The 1.2-litre four-cylinder K-series petrol engine from Maruti is to be replaced by the brand’s newer 1.2-litre three-cylinder Z-series unit. In the updated Baleno, this mill produces 83hp and 112Nm – down from 90hp and 113Nm developed by the older four-cylinder engine.
Powertrain options are expected to be the same as the 2026 Maruti Baleno.
Gearbox options are expected to remain the same, which means a 5-speed manual or a 5-speed AMT (automated manual transmission). Similar to the outgoing Glanza, the facelift is also expected to be available in CNG variants. The output figures for the Glanza CNG facelift could be comparable with its Maruti counterpart, where the output is 70hp and 102Nm. Fuel efficiency is expected to improve over the outgoing model, which for reference is rated at between 22.35kpl and 22.94kpl.
5. What is the expected price of the 2026 Toyota Glanza facelift?
The updates could lead to a bump in price over the outgoing model
Considering the feature additions and design updates, the upcoming Toyota Glanza facelift could be priced higher than its predecessor. For reference, the outgoing Glanza is priced between Rs 6.73 lakh and Rs 9.99 lakh (ex-showroom). The Toyota Glanza facelift will continue to compete against the Maruti Suzuki Baleno, Tata Altroz and Hyundai i20.
Honda has priced the 2026 Elevate facelift from Rs 11.80 lakh to Rs 18.58 lakh (ex-showroom). Its list of midsize SUV rivals is pretty long, and includes the Hyundai Creta, Kia Seltos, Tata Sierra, Renault Duster, Nissan Tekton, Volkswagen Taigun and Skoda Kushaq. The Elevate is underpinned by the City’s platform, and comes with a single 1.5-litre petrol engine with a choice of manual and CVT gearboxes. Here’s what works in the updated Elevate’s favour, and what doesn’t.
Reasons to buy the 2026 Honda Elevate facelift
Eager engine and confident road manners
A lively engine, tidy handling and strong brakes are among the Elevate’s fortes
The Elevate’s i-VTEC engine provides strong performance, while high-speed stability is good too.
The 2026 Elevate continues with the same 1.5-litre four-cylinder i-VTEC petrol engine of its predecessor, but it’s now WLTP emissions norms compliant. The smooth and eager unit produces 121hp and 145Nm of torque, delivering this power cleanly and progressively all through its rev range. The throttle response is sharp, too. For those looking for a hassle-free urban commuter, the smooth CVT (continuously variable transmission) does the job well. It also gets paddle shifters so you can move through pre-set ratios, offering that extra sense of control.
The Elevate feels planted and offers a good balance between handling and ride quality.
The Elevate has always been an easy car to drive around town, courtesy of a light yet responsive steering that makes parking manoeuvres easy. The steering weighs up progressively as speeds rise, and the Elevate also feels planted out on the open highway, inspiring confidence. A good control on body roll means that, despite its tall SUV stance, the Honda Elevate corners neatly without much drama. The brakes are strong and feel progressive, further inspiring driver confidence. The ride feels firm but the Elevate manages to smooth out surface imperfections with relative ease.
Premium and comfy cabin
Interior retains the model’s practicality quotient while upping the premium experience
The 2026 update has made this interior feel more premium.
The Elevate has been known for providing an ergonomically sound cabin – this hasn’t changed with the 2026 update. The front seats remain nice and supportive, while finding a comfortable driving position is easy. There’s now lighter leatherette padding and stitching on the dashboard, a revised headliner that looks and feels more premium, and an updated HVAC panel with buttons for the front-seat ventilation feature.
Headroom and kneerom for back-seat passengers is good.
It is easy to get comfortable in the back of the Honda Elevate facelift. There’s plenty of headroom and kneeroom for two adults, while conveniences like a centre armrest with cupholders, dedicated AC vents and USB charging ports add to the overall experience. There’s also no shortage of cubbies to store your knick-knacks, plus a roomy 458-litre boot. You also get a spare tyre under the boot floor, further boosting the Elevate’s practicality.
Better equipped than before
Honda has added more features to the Elevate’s equipment list
The Honda Elevate now gets segment-first rear-seat ventilation.
The back seats of the 2026 Elevate facelift are also where you will see the new touch-operated LED reading lamps. The Elevate now offers rear-seat ventilation, which is a first for the segment. Features such as orange ambient lighting, multi-way powered front seats, wireless charging, auto climate control with a built-in PM2.5 air purifier, wireless Apple CarPlay & Android Auto, an 8-speaker audio system, a 7-inch MID, and a 360-degree camera are available too.
A 360-degree camera is now a factory-fit option on the top-spec trim.
There’s enough on the safety front, too. The 2026 Elevate facelift is available with front parking sensors, Honda’s LaneWatch camera, and a camera-based ADAS (advanced driver assistance systems) suite. This ropes in adaptive cruise control, auto-emergency braking, lane-keep assist and more. The CVT variants get a new low-speed follow function for the adaptive cruise control to tackle stop-and-go traffic conditions, along with rear disc brakes and an electronic parking brake with auto hold. Standard equipment includes 6 airbags, stability & traction control, rear parking sensors, adjustable headrests and three-point seatbelts for all occupants.
Reasons not to buy the 2026 Honda Elevate facelift
Cabin has its shortcomings
Lacklustre noise insulation aside, the Elevate’s cabin still has a few niggles
Some may find the front lumbar support to be excessive.
While the 2026 facelift has made the Honda Elevate more competitive, there’s still room for improvement. For starters, the lumbar support up front can feel intrusive for some, and taller occupants will find the under-thigh support underwhelming. Seating a third passenger in the back wouldn’t be easy, due to the narrower cabin width of the Elevate over some rivals. The raised centre seat doesn’t make this better, either.
Rear occupants will notice vertical movements at higher speeds over undulating roads.
The cabin is quieter than before, but engine and road noise can be heard quite easily at highway speeds. Those at the back will also notice a fair bit of vertical movement over undulating highways at triple-digit speeds.
Only one engine option
The Elevate still doesn’t get a diesel, turbo-petrol, hybrid or CNG option
Lack of engine choices even with the latest update is a definite con for the Honda Elevate.
In a segment where rivals offer multiple engine options (even across fuel types), the 2026 Honda Elevate facelift continues with just the one naturally aspirated petrol unit. This limits its appeal when compared to other offerings in the hotly contested midsize segment. While we are yet to test its mileage, the lack of an automatic engine stop-start system and ‘Eco’ drive mode won’t help boost fuel efficiency.
Latest features reserved for the top trim
Most of the headline features are offered only with the new range-topping ZX+
Only the range-topping ZX+ gets all of the newly introduced features.
If you want all the new bells & whistles that the 2026 Honda Elevate facelift has to offer, you’ll have to stretch your budget to accommodate the new top-spec ZX+ trim. This is where niceties like rear seat ventilation, powered front seats, a 360-degree camera and front parking sensors reside. However, this also means a price tag of between Rs 16.88 lakh and Rs 18.58 lakh (ex-showroom).
The ZX+ trim still misses features like two-zone climate control, a panoramic sunroof and rear sunblinds.
Despite the ZX+’s higher price, it still misses out on a panoramic sunroof, powered tailgate, a fully digital driver’s display, rear sunblinds and dual-zone climate control. Some similarly priced rivals offer a more comprehensive feature set, more cabin space and multiple powertrain options.
The midsize SUV space is now more competitive than ever. Just the last few months have seen new launches in the form of the Tata Sierra, Renault Duster, Nissan Tekton and the facelifts of the Volkswagen Taigun and Skoda Kushaq. Then there are the venerable Kia Seltos and the Hyundai Creta, the latter of which is set to receive a new-gen model next year, and an all-new entrant, the Hyundai Bayon, is about to join the ranks.Powertrain choices have been expanding too; diesel continues to be popular, turbo petrols add a dose of excitement, CNG is fast becoming the high-mileage option and there’s electrification in the form of hybrids and full EVs.So in a bid to keep it relevant, Honda has updated its midsize SUV contender, the Elevate, and here’s how it all comes together.
Design and engineering – 8/10
Features a new gloss black grille with a honeycomb pattern and a segmented LED light bar.
Honda has given the Elevate a subtle design update, but the changes are effective enough to give the SUV a fresher, more contemporary look without straying far from the original design. The biggest revisions are concentrated at the front end, where a new segmented LED light strip links the LED headlamps and the thick chrome band above them has been replaced with gloss black trim. The front grille gets a revised mesh pattern and a gloss-black finish, lending the front end a slightly sportier, more butch appearance. The Honda badge now sits on the bonnet rather than within the grille, while the fog-lamp housings are now finished in body colour instead of black for a cleaner look.
New LED light bar now connects the tail-lamps, giving it a more cohesive appearance.
It’ll take a keen eye to spot the changes along the sides as they’re limited to a new gloss black body cladding instead of a matte finish, silver coloured inserts in the cladding on the doors instead of body colour and a darker finish for the 17-inch alloy wheels which continue with the same design. At the rear, the facelift introduces a new LED light bar that connects the tail-lamps, giving the tailgate a wider, more cohesive appearance, particularly after dark. Rounding off the updates is a new Nordic Forest Pearl paint shade, as you can see in the pictures here.
As for dimensions, it continues to measure 4.3 metres in length, nearly 1.8 metres in width and just over 1.6 metres in height. It’s based on the City platform, but gets a stretched 2650mm wheelbase, wider tracks front and rear and a substantial 220mm of ground clearance.
Interior space and comfort – 8/10
The cabin gets more substantial updates than the exterior, with the changes aimed at improving comfort and perceived quality. To start off, there’s a new ivory and black dual-tone upholstery theme that enhances the sense of space inside and is perhaps more neutral than the tan upholstery earlier. It will be tough to clean though, thankfully there is the option of all-black upholstery with the ‘Black’ edition Elevate.
Upholstery is now ivory and black with a new leatherette panel on the dash; cabin remains practical and feels well-built.
The dashboard has been revised too, with more white leatherette padding and stitching replacing the outgoing model’s faux wood trim, and the AC controls have been revised, now housing the seat ventilation buttons. Honda has even updated the roofliner fabric which looks and feels much nicer than the older woven roofliner. All of this gives the cabin a fresher look, although the overall layout remains familiar.
Front seats remain comfortable and now feature ventilation and power adjustment.
Ergonomics remain a strong point, with the Elevate offering a commanding driving position and supportive front seats that make it easy to get comfortable behind the wheel. The lumbar support, however, might feel excessive for some and taller people may find underthigh support a bit lacking.
Ample headroom and kneeroom but best for two adults thanks to the narrow width and raised centre seat.
At the rear, space is generous, with plenty of kneeroom and headroom making it a very comfy place for two adults. However, fitting a third passenger will be tight thanks to the cabin’s limited width and raised centre seat. There are no sunblinds either, but Honda has added an adjustable headrest and a three-point seatbelt for the centre passenger, which was an omission earlier. Features back here include dedicated AC vents, USB charging ports, a fold down centre armrest with cupholders, new capacitive-touch LED reading lamps and the most prominent, seat ventilation.
428-litre boot can fit in more than the number suggests; continues to feature a spare tyre under the boot floor.
Practicality, meanwhile, remains a strength, with the Elevate offering ample storage spaces throughout the cabin. The boot is also a substantial 458-litres and can pack in much more than the number would suggest. What’s also nice is that it continues to get a spare tyre under the boot floor.
Features and safety – 8/10
360-degree parking camera is a helpful addition but has limited angles of view and a small display on the screen.
The Elevate facelift addresses some of the key equipment gaps in the outgoing model, bringing a more comprehensive feature set to the table. In terms of safety features, there’s now a 360-degree camera (its display on the screen is quite small though, with limited angles of view), which works alongside the existing ‘LaneWatch’ camera, though curiously this feature is still only for the left hand side.
ADAS suite now packs in a useful low-speed follow function for the adaptive cruise control.
Front parking sensors have also been added to make parking and manoeuvring in tight gaps easier. However, the CVT variants get even more safety kit in the form of an electronic parking brake with auto hold function, rear disc brakes and the addition of a low-speed follow function for the adaptive cruise control, which is useful in stop-and-go traffic.
Rear-seat ventilation is a first-in-segment, but it’s only available in the top-spec ZX+ trim.
As for comfort and convenience features, the most important additions are the ventilated front and rear seats, the latter which is a segment-first. Though they take some time to cool effectively, it has enhanced the Elevate’s cabin comfort. Then there’s powered front seats – 8-way for the driver and 4-way for the passenger – ambient lighting and a PM2.5 air purifier. Other than that, much of the existing equipment has been carried over unchanged.
AC controls have been revised with new buttons for seat ventilation; now features an air purifier too.
There’s a 10.25-inch infotainment touchscreen with wireless smartphone integration (though its software and feature set still feel basic at best), semi-digital instrument cluster, a single-pane sunroof, wireless phone charger, six airbags, ESC, traction control, camera-based ADAS tech including auto emergency braking, lane keep assist and more. Still however, there are some features missing that rivals offer like a dual-zone for the auto climate control, panoramic sunroof and powered tailgate.
Powertrain and refinement – 8/10
121hp, free-revving, naturally aspirated 1.5 petrol remains the only engine option with the Elevate.
There have been no changes under the hood of the Honda Elevate. It still continues to be powered by a 1.5-litre, four-cylinder, naturally aspirated petrol engine that produces 121hp and 145Nm. Gearbox options remain unchanged too, with a 6-speed manual and a 7-step CVT automatic, and we got to sample the latter. However, the engine has been future-proofed and is now WLTP emissions norms compliant while already being E20 fuel compatible.
This i-VTEC engine still impresses however. Throttle response is immediate, with no noticeable delay, making the engine feel sharp and eager. As before, the naturally aspirated motor pulls cleanly from idle all the way to the redline, in a smooth and progressive manner. However, it feels most energetic higher up the rev range, where it feels at its most potent too.
The 7-step CVT works well as an automatic, making light work of everyday commuting with its smooth operation. Paddle shifters with pre-set ratio points also give it some resemblance to a conventional automatic, allowing you to have greater control. However, push the throttle hard and the familiar ‘rubber band’ effect becomes apparent, with the engine holding on to high revs for extended periods, which doesn’t make for a relaxed driving experience. In this respect, Hyundai and Kia’s chain-driven CVT feels a bit smoother and more responsive than this belt-driven one.
As for performance, we managed a 0-100kph time of 11.89sec with the pre-facelift Elevate CVT and you can expect this facelifted model to be in the same ballpark. Expectedly, the manual does a quicker 10.82sec time to 100kph.
However, like before the lack of powertrain options is disappointing. In a time when rivals are offering diesels, turbo petrols, strong hybrids and CNGs, the Elevate has to soldier on with a solitary, naturally-aspirated petrol engine which restricts its appeal.
It feels quieter than before but there’s still prominent engine and road noise filtering into the cabin, especially on highways.
Honda has also worked on improving the Elevate’s noise insulation, an area where the existing model lacked. The company claims better isolation from both engine and road noise, but that has worked only to a small extent, in our experience. It feels quieter than before but there’s still prominent engine and road noise filtering into the cabin, especially at highway speeds, and there’s definitely more room for improvement here.
Fuel efficiency – 7/10
Given our short test drive, we didn’t subject the Elevate facelift to our real-world mileage tests. For reference though, the pre-facelift Elevate CVT did 8.60kpl in the city and 13.10kpl on the highway while the Elevate MT managed 8.7kpl in the city and 13.30kpl out on the highway. The Elevate CVT misses out on an Eco drive mode and auto start/stop, which certainly affects its fuel efficiency.
Ride comfort and handling – 8/10
Despite being a high-riding SUV, the Elevate feels remarkably composed on the move.
As before, the Honda Elevate continues to impress with its ride and handling balance. Despite being a tall riding SUV, it feels remarkably composed on the move. Suspension damping, though on the firmer side, is well judged and does a good job of ironing out road imperfections. It’s only when you’re travelling at triple digit speeds on an undulating highway is where you’ll notice quite a bit of vertical movement in the rear seat. But apart from that, the Elevate feels planted on the road.
Body roll is also well contained for a tall SUV, making it predictable around bends.
The steering is accurate and light at slow speeds, which helps with manoeuvrability, but it picks up weight progressively which is reassuring. Body roll is also well contained for a tall SUV and as such, it’s predictable around bends. As for the brakes, the CVT has gained rear discs but that hasn’t made a noticeable difference. Braking performance, like before, remains strong with a nice, progressive feel.
Value for money and verdict – 7/10
With this facelift, Honda has addressed some of the Elevate’s earlier shortcomings with some much-needed features and the updated look and feel inside the cabin. However, some drawbacks still remain like the lack of powertrain options and the below-par sound insulation.
It remains a sensible, practical midsize SUV that continues to prioritise the essentials over outright novelty.
What the Elevate continues to get right, though, are the fundamentals. It continues to offer a comfortable and practical cabin, a responsive engine and a well-sorted ride and handling package. Add to that the design refresh and the fairly expansive features list, and the Elevate facelift feels more rounded than before. Priced from Rs 11.80 lakh to Rs 18.40 lakh (ex-showroom), it’s still very competitively priced, though the new top ZX+ variant is up there with the heavy hitters.
Ultimately, the Elevate remains a sensible, practical midsize SUV that continues to prioritise the essentials over outright novelty. As a result, the Elevate facelift represents a great option for buyers who value comfort, everyday usability, reliability and the peace of mind associated with the Honda badge.
FlyDubai Flight Emergency Landing: दुबई से इजराइल के तेल अवीव जा रही फ्लाईदुबई की फ्लाइट FZ 1073 में हवा में अचानक कुछ ऐसा हुआ, जिससे पूरे मिडिल ईस्ट में हड़कंप मच गया। कॉकपिट में पायलटों के बीच विवाद के बाद हाइजैक का डिस्ट्रेस सिग्नल ट्रिगर हो गया, जिसके चलते प्लेन को तुरंत सऊदी अरब के तबूक एयरपोर्ट पर इमरजेंसी लैंडिंग करानी पड़ी।
विमान के सुरक्षित जमीन पर उतरते ही यात्रियों ने राहत की सांस ली। इस दौरान पूरा केबिन ‘Od Avinu Chai’ गा रहा था जिसका मतलब यानी हमारा पिता अभी जीवित है जो एक हिब्रू प्रार्थना गीत है।
कॉकपिट में पायलटों की भिड़ंत और गलत सिग्नल का खौफ
इजराइली मीडिया रिपोर्ट्स के अनुसार, उड़ते विमान के कॉकपिट में ही पायलटों के बीच आपस में तीखी बहस और हाथापाई हो गई थी। इसी घटनाक्रम के दौरान विमान से पहले सामान्य इमरजेंसी कोड 7700 भेजा गया, लेकिन इसके तुरंत बाद डिस्ट्रेस सिग्नल 7500 में बदल गया। यह कोड विमान के गैर-कानूनी कब्जे या ‘हाईजैकिंग’ को दर्शाता है।
हाइजैक कोड मिलते ही इजराइली वायुसेना एक्शन में आ गई और फाइटर जेट्स को हवा में तैनात कर दिया गया। हालांकि, बाद में सिग्नल को फिर से 7700 में स्विच किया गया और हाइजैकिंग की आशंका को खारिज कर दिया गया।
सऊदी अरब में लैंडिंग के बाद गूंजा ‘Od Avinu Chai’
तमाम आशंकाओं के बीच विमान को उत्तर-पश्चिमी सऊदी अरब के तबूक एयरपोर्ट की तरफ डाइवर्ट किया गया, जहां प्लेन सुरक्षित लैंड हो गया। फ्लाईदुबई के प्रवक्ता ने बयान जारी कर पुष्टि की कि विमान में सवार सभी यात्री पूरी तरह सुरक्षित हैं।
Footage shows the landing of the “FlyDubai” flight in Saudi Arabia.
The passengers are singing in Hebrew “Avinu Malkeinu” (“Our Father, Our King”). pic.twitter.com/v3OJAZldWq
लैंडिंग के तुरंत बाद सोशल मीडिया पर एक वीडियो तेजी से वायरल हुआ। इस वीडियो में खौफ के साये से बाहर निकले यात्री खुशी से तालियां बजाते और मशहूर हिब्रू प्रार्थना गीत ‘Od Avinu Chai’ गाकर ईश्वर का शुक्रिया अदा करते नजर आ रहे हैं।
नेतन्याहू ने की आपातकालीन समीक्षा
इस घटना की गंभीरता को देखते हुए इज़राइली प्रधानमंत्री कार्यालय और रक्षा मंत्रालय तुरंत सक्रिय हो गए। इजराइल के प्रधानमंत्री बेंजामिन नेतन्याहू ने स्थिति की समीक्षा के लिए आपातकालीन बैठक की और पूरे घटनाक्रम पर सीधे नजर रखी।
पीएमओ ने बयान जारी कर कहा कि स्थिति नियंत्रण में है और सभी इज़राइली यात्रियों को सुरक्षित वापस लाने के प्रयास किए जा रहे हैं। इजराइल की परिवहन मंत्री मिरियम रेगेव ने सुरक्षा स्थिति का आकलन किया, जबकि फ्लाईदुबई एयरलाइन ने मामले की विस्तृत जांच शुरू कर दी है।
Suzuki is planning to make core advanced driver assistance system (ADAS) functions standard across its future India lineup, including affordable cars, as it develops a lower-cost system suited to Indian road conditions. The aim is to offer greater access to accident prevention. “Fitting expensive advanced driver assistance systems only to a few luxury cars does not reduce accidents across society,” said Katsuhiro Kato, Suzuki’s chief technology officer, at the company’s recent technology strategy briefing, citing more than 1.77 lakh road accident fatalities in India in 2024.
Proposed system’s cameras and AI tech to eliminate the need for a front radar
Suzuki is working on lighter bodies designed to protect occupants in crashes
Core ADAS functions to become standard
Kato said Suzuki intends to make safety functions such as automatic emergency braking and lane departure prevention standard, while reserving additional comfort and convenience functions for higher variants. The manufacturer describes the approach as “just-right ADAS”, with the system being developed specifically around Indian traffic conditions and the need to keep costs down.
Cameras and AI to eliminate the need for a front radar
To reduce the cost of the system, Suzuki plans to use high-resolution cameras and AI chips, while integrating driver and occupant monitoring with ADAS. The proposed setup will also do away with the front radar sensor. The company says it is targeting “major cost reductions” while maintaining “equal or better safety performance”. These, however, are development targets, and Suzuki has not released performance results for a production version of the system.
The manufacturer says it is approaching vehicle safety from two directions: preventing accidents through ADAS and protecting occupants when a crash occurs. Alongside its electronic safety systems, the company is working on lighter vehicle bodies designed to protect occupants in a collision.
New electronic architecture could cut costs
The carmaker’s ADAS plans form part of its wider “SDV Right” strategy, which aims to simplify the electronic architecture of its future vehicles. The manufacturer plans to combine communication, power distribution and body-control functions into a Central Zone ECU. Suzuki estimates that this controller could cost around 30 percent less and weigh about 15 percent less than its conventional arrangement.
Suzuki has not yet announced which models will get the new ADAS system or when it will be introduced. In the small-car segment, the Baleno is currently Maruti Suzuki’s most affordable model to offer an ADAS suite, which was introduced with its recent facelift. The technology is currently not offered by any of its premium hatchback rivals.
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.
JSW Group, one of India’s largest conglomerates, is preparing to significantly expand its automotive ambitions. Having already established a presence through JSW-MG Motor India, its joint venture with China’s SAIC, the company is now gearing up to enter the market with an all-new brand of its own, JSW Motor.
Rather than taking the conventional route of developing products from the ground up, JSW is leveraging global partnerships to fast-track its entry into the industry. Its first product for India will be a large plug-in hybrid SUV based on the Chery Jetour T2, which is expected to be assembled at JSW’s upcoming facility in Chhatrapati Sambhajinagar, and we hear it will be called the Combat.
With its rugged styling, imposing road presence and the promise of combining EV-like efficiency and long-distance touring ability, the SUV is expected to be positioned in the Rs 30-50 lakh segment and take on established players head-on.
Ahead of its India launch later this year, we got an early drive of the SUV to find out whether JSW Motor’s debut offering is ready for combat.
Jetour T2 Exterior Design and Engineering – 8/10
A handsome SUV that oozes character and rugged appeal.
The Jetour T2 delivers on the SUV template to the T – flat bonnet, upright stance, raised ride height, chunky tyres, rugged body cladding, and, as the icing on the cake, a spare wheel mounted on the tailgate. It looks imposing and highly desirable, and while its silhouette bears a resemblance to the Defender, the T2 still manages to carve out a distinctive identity. JSW is likely to make a few changes to the headlamps, grille and bumpers to further differentiate the Combat, but the overall shape, clean surfacing and most of its defining design elements are expected to remain unchanged.
Attractive 20-inch wheels; 201mm of laden clearance.
The massive 20-inch wheels suit the T2’s stance perfectly, and the clean bodywork, free of unnecessary cuts and creases, is particularly appealing. It also gets functional roof rails capable of carrying up to 100kg of luggage, while the side steps feel reassuringly sturdy and genuinely useful.
The T2’s space-saver spare wheel sits within a squircle-shaped cover, although accessing it involves a multi-step process that could prove frustrating if you ever need to change a tyre on a deserted road late at night.
Functional roof rails can take up to 100kg of load.
In terms of dimensions, it is longer (including the spare wheel), wider and taller than the Toyota Fortuner. Ground clearance, too, is an impressive 190mm in laden condition. However, don’t let its rugged appearance fool you – the version destined for India will remain front-wheel drive.
Jetour T2 Interior Space, Comfort, and Features – 8/10
Solidly built, well-designed cabin with some clever detailing and plenty of storage areas.
Climb aboard using the sturdy side step and handy grab handles, and the T2 immediately impresses with its sense of solidity. The cabin feels built to last, with numerous thoughtful design details lending it plenty of character. Nearly upright windows, a steeply raked windscreen and a dashboard pushed far forward create a tremendous sense of space, further amplified by the panoramic sunroof.
The dashboard itself has a distinctive design, with an illuminated pattern across the fascia adding a unique touch. Several layers are wrapped in dimpled leatherette padding, a theme that extends to the steering wheel and centre console.
Dominating the cabin is a massive 15.6-inch touchscreen that houses numerous vehicle functions, including mirror adjustment, climate control and seat ventilation/heating settings. Wireless Android Auto and Apple CarPlay are included, while the 12-speaker Sony audio system delivers impressive sound quality. Even the 540-degree camera system offers excellent image clarity. The downside is that the interface isn’t slick or responsive.
Chunky, door-mounted mirrors. Sadly, controls via touchscreen.
Ahead of the driver sits a 10.6-inch digital instrument cluster, a unit we’ve previously seen in some MG and BYD models. While it displays a wealth of information, the fonts and icons are rather small, making them difficult to read at a glance.
Material quality is generally impressive. The stalks and window switches feel robust and premium, while the jewel-like gear selector features an attractive diamond-cut effect. However, under harsh sunlight, it becomes highly reflective and can prove distracting. Reflections from the dashboard on the front windows are also noticeable.
Rugged-looking door pads with nice detailing.
Notably, its dual-zone climate control struggled to cool its large cabin quickly despite the heavily tinted windows. While our test vehicle was a China-specific version, we hope the version we’re going to get in India has an upgraded air-con compressor. Its seat ventilation didn’t seem very effective either, even at its maximum setting.
Diamond-like chunky gear selector is illuminated.
The sculpted front seats, finished in black leatherette with contrasting red stitching, look suitably sporty. They provide excellent support, though the cushioning feels slightly overstuffed, and the absence of lumbar adjustment is disappointing.
Practicality is a strong point. There are large door bins, two phone storage areas (one incorporating a wireless charger), cupholders, a deep-cooled centre console, a large glovebox and even a hidden storage tray beneath the front seat.
Albeit a bit low-set, rear seat is spacious. Flat floor, wide bench make it comfy for three adults.
The rear seat is equally spacious. A wide bench and completely flat floor make it comfortable for three adults, while the boxy cabin ensures generous headroom and overall space. The seat base is positioned slightly low, but comfort levels remain good.
Cupholders, luggage hooks, bottle opener on its tailgate.
The side-hinged tailgate opens to reveal a cavernous 580-litre boot. Despite carrying the spare wheel, the tailgate itself requires surprisingly little effort to open. Thoughtful touches include a locking mechanism that prevents it from swinging shut unexpectedly, and there are cupholders, luggage hooks and even a bottle opener integrated into the inner panel. The boot area also features clever luggage nets and charging provisions, while a soft-close function further enhances convenience.
Humongous 580L boot. 60:40 rear seat split for added flexibility.
Besides the features already mentioned, it gets one-touch-down power windows, powered front seats with memory, LED lights all around, ambient lighting, a frameless inside mirror, autonomous emergency braking, lane-assist, adaptive cruise control, blind-spot monitoring, front and rear cross-traffic alert, six airbags, hill-start assist, hill descent control and ESP, to name a few more.
Jetour T2 Performance, Refinement and Efficiency- 8/10
The T2 version we’re driving today is a plug-in hybrid, which combines a 156hp/220Nm 1.5-litre direct-injection turbo-petrol engine, a 43.24kWh LFP battery pack, and three electric motors. Together, the three motors produce 462hp and 700Nm of torque, with power sent to all four wheels. India will also see the plug-in tech, but in front-wheel-drive guise only, with two electric motors instead of three and a smaller 18.4kWh battery.
Powered by a 1.5 turbo along with 3 electric motors.
While the engineering sounds complex, the driving experience is refreshingly straightforward. The four-cylinder engine is refined, although when it operates primarily as a generator to charge the battery, a faint and distant hum does filter into the cabin.
The SUV can be driven either in pure EV mode or in hybrid mode. In EV mode, Jetour claims a range of up to 211km, and performance feels smooth and relaxed rather than outright brisk. Switch to hybrid mode, and the system automatically alternates between EV operation and combined petrol-electric drive, depending on throttle inputs, road conditions and battery charge levels, among other factors.
In this mode, performance feels remarkably effortless, with the T2 gathering speed with surprising urgency as speeds rise. Under full throttle, acceleration is initially measured up to around 40kph, after which there is a noticeable surge in performance as the powertrain delivers a much stronger pull.
Multiple drive modes are available, including Eco, Normal and Sport. In both Normal and Sport, we noticed the vehicle continuing to accelerate momentarily even after lifting off the throttle, which can feel unnerving. Throttle response in these modes is also a touch too aggressive. Eco mode offers a more natural and polished throttle calibration.
In our testing conducted in 40-degree heat, the T2 accelerated from 0-100kph in just 6.35 seconds in its sportiest setting – quick for its size. Flat out, it will reach a claimed top speed of 200kph.
The T2 also offers three levels of regenerative braking. Impressively, all three feel natural in operation, bringing the SUV down to a crawl smoothly and predictably. The brake pedal itself inspires confidence, with the transition between regenerative and friction braking being almost imperceptible.
Jetour T2 Ride Comfort and Handling – 6/10
Soft suspension and tall ride height mean driving dynamics aren’t anything to write home about.
The T2 rides on MacPherson struts at the front and a multi-link independent rear suspension setup. Its suspension tuning leans towards comfort, but this results in a degree of bounce over speed breakers and undulating surfaces.
The chunky, high-profile tyres do an excellent job of smothering smaller imperfections, while the 201mm laden ground clearance provides ample confidence over rough roads. At higher speeds, however, the ride never feels quite as settled or composed. One positive is that it remains well controlled under heavy braking, resisting excessive pitch.
Dynamic prowess is clearly not the priority here. The tall body exhibits a fair amount of roll, noticeable during quick lane changes. Push harder through a series of bends, and this two-tonner T2 understeers quite readily. Combined with its light and somewhat disconnected steering, it is clear that this SUV prefers a more relaxed driving style.
A light steering, smooth hybrid and excellent visibility make it surprisingly easy to drive.
Driven at a gentler pace, the T2 proves extremely easy to live with. The steering offers three weight settings, though it feels best in its lightest mode. Combined with excellent visibility and a smooth, responsive hybrid powertrain, it makes piloting this large SUV remarkably effortless.
Jetour T2 Should You Buy Now or Wait – 8/10
The Jetour T2 plug-in hybrid appears to have all the ingredients needed to establish the JSW brand in India and perhaps even challenge the Toyota Fortuner, despite offering only five seats. It is spacious and practical, it is expected to come loaded with technology and features, and its rugged styling gives it immense road presence and desirability.
The plug-in hybrid powertrain adds further unique appeal, offering the flexibility of pure EV driving and an impressive mileage figure with the hybrid tech. Better still, the system is smooth, refined and delivers strong performance.
It’s larger than a Fortuner, looks imposing, and stays true to the SUV formula.
Yes, it is not without flaws. The touchscreen experience and throttle calibration need refinement, the air-conditioning needs to be more effective, and the ride and handling would benefit from further fine-tuning for Indian conditions. These are areas we hope JSW addresses before launch.
On the whole then, the T2 is certainly ready for combat. Will it win, though, will also depend on JSW pulling off an aggressive pricing strategy and, importantly, backing it up with a reliable ownership and service experience too. That latter is why Toyota rules the roost. The battle lines, then, are drawn.
MG’s newest SUV has been christened the Hector Tomahawk, but despite the name, it shares nothing with the ICE-powered Hector we’ve known since 2019. The Hector Tomahawk EV and PHEV are the first models on MG’s ADAPT architecture, which will eventually spawn strong hybrids and range-extender hybrids. We drove the Tomahawk EV in sunny Kochi to see how it stacks up in the ever-growing segment.
MG Hector Tomahawk EV Exterior Design and Engineering – 6/10
Let’s talk dimensions first. At 4,745mm long, 1,850mm wide, 1,770mm tall and with a 2,810mm wheelbase, the Tomahawk is larger than the Mahindra XEV 9S in all areas except width. Ground clearance, at 230mm (measured to battery), is also class-best. However, these numbers don’t translate to a particularly imposing stance. Instead, it straddles the line between an MPV and SUV.
Size doesn’t translate to an imposing stance; it straddles the line between an MPV and an SUV.
The design is clean and quite handsome, if a bit uninspiring. The front bumper is squared off with pass-through aero vents on the edges and chunky cladding lower down. Cooling requirements are met by slim slots in the centre section with some chrome detailing, while the conventional grille is blanked off and finished in gloss black. No light bar here, thankfully, but the MG logo does glow and is flanked by rectangular LED headlights with a subtle H-shaped light signature.
Large rectangular LED headlights have a subtle H in them; no light bar, but the MG logo glows.
In profile, it looks quite slab-sided, with sharp creases along the fenders and plastic wheel-arch cladding adding some definition. These, along with the chunky door cladding, attempt to give it a rugged appearance but are let down by 18-inch wheels that look a tad too small. No electric door handles here, just good old-fashioned pull types.
Further back are a set of intricate LED tail-lights that again resist the connected trend. MG’s love for badging is clear though, with four on the powered tailgate. Finishing things off nicely is a sculpted bumper with a grey trim piece and a centre-mounted reverse lamp. Overall, it’s a reasonably pleasing design, but it looks a tad dated and lacks the butch appeal of some rivals.
Overall styling is neatly done but somewhat uninspiring.
MG Hector Tomahawk EV Interior Space and Comfort – 8/10
Inside, the dash features a familiar minimalistic layout with a large touchscreen front and centre. It looks premium and features soft-touch materials on the dash and doors, but lacks a certain wow factor, and the light tan colour palette might not be to all tastes. That said, the light tone and large windows do give it an airy ambience. Look hard, and you will find areas where fit and finish could be improved. The centre console in particular feels poorly textured and finished, which we were told is down to a supplier issue. Speaking of the centre console, the column-mounted drive selector frees up space here for a wireless charger, cupholders, multiple bins as well as a large pass-through cubby lower down, and the door bins are enormous too.
Minimalistic interior looks premium, but the light tan colour palette might not be to all tastes.
It’s easy to get into a comfortable and commanding driving position using the power-operated seats and reach-and-rake adjustment for the steering wheel. The seats themselves are wide, and despite the firm cushioning, they felt comfortable on our full day of driving. They are ventilated too, and the driver’s seat also gets a memory function.
Powered and ventilated front seats are wide and comfortable; driver’s seat gets a memory function.
The Tomahawk has the second-longest wheelbase in class (next only to the Vinfast MPV 7), and it shows in the second row. Legroom is excellent, and while you do sit slightly knees-up, thigh support is adequate too. The seatback reclines pretty far back and features an armrest and three adjustable headrests. Window sunshades, AC vents and Type-C USB ports add to the rear-seat comfort and convenience.
The chauffeur-driven are well taken care of, with a comfy reclining bench, plenty of room all around and sunblinds.
The Tomahawk EV is available in both 5- and 7-seater guises. The latter adds a sliding second row with one-touch tumble to access the third row, as well as more AC vents on the roof and a dedicated fan-speed control. Getting into the last row is surprisingly dignified thanks to a large aperture, but kneeroom depends largely on the middle-row passengers’ generosity, and the low seat means thigh support is non-existent. Headroom is good, though, and for short journeys, adults will be fine back there.
Third row will fit adults but with a slight compromise to the middle-row space.
With the third row up, boot space stands at 192 litres – enough for a couple of carry-on bags – expanding to a generous 528 litres with it stowed. Under the boot floor are a few more storage cubbies, which are handy since there is no frunk – a miss considering there appears to be enough space under the bonnet. A space-saver spare is mounted underneath the car.
MG Hector Tomahawk EV Features and Safety – 8/10
The minimalist interior layout means you reach for the 15.6-inch infotainment screen for most functions. While this can get distracting, physical and swipe-gesture controls together handle most basic HVAC and audio functions with surprising ease. Anything beyond basic, though, will require a deep dive into the screen. While the screen is sharp and snappy and the UI is clean, it can take a while to find your way through the maze of sub-menus. Wireless Android Auto and Apple CarPlay are also present, but using either hides the row of shortcuts at the bottom of the screen. Hardcoding these buttons to always stay on top would improve usability. The screen also often catches glare, which takes away from the otherwise sharp 360-degree camera.
Several functions are baked into the 15.6-inch touchscreen, but gesture controls for essential functions are quite intuitive.
Instrumentation is handled by an 8.8-inch display directly in front of the driver. The screen itself is sharp, but some smaller fonts might have you reaching for your reading glasses. Its real estate could also be better utilised by displaying the blind-view camera feed rather than the current pop-up on the centre screen. Other feature highlights include a sweet-sounding 10-speaker Infinity audio system, a panoramic sunroof that stretches over the second row, 256-colour ambient lighting, connected car tech, an AI assistant and more. It’s worth mentioning that the Tomahawk EV also gets a physical start/stop button, which is absent on the brand’s other EVs.
8.8-inch driver’s display is sharp, but some smaller fonts might have you reaching for your reading glasses.
A Level 2 ADAS suite is also available on the top Essence trim, with functions such as adaptive cruise control, lane keep assist and auto emergency braking. While there isn’t an official crash-test rating yet, the robust standard safety kit, including six airbags, ESP, all-wheel disc brakes and Isofix mounts, provides some confidence.
MG Hector Tomahawk EV Performance and Refinement – 7/10
The Tomahawk EV offers just one powertrain configuration – a 69.2kWh LFP battery pack powering a single motor on the front axle, producing 204hp and 310Nm, good for a claimed 0-100kph time of 8.2 seconds. Its front-wheel-drive layout puts it at a disadvantage against rivals from Tata and Mahindra, who offer either rear- or all-wheel drive and higher power outputs. The front-driven Hyundai Creta Electric or Kia Carens Clavis EV are closer matches, and the Tomahawk EV betters them on power and torque.
First EV on MG’s ADAPT architecture pairs a 69.2kWh battery with a front-mounted motor producing 204hp and 310Nm.
Initial throttle response is mild, making it quite easy to amble around town, but push harder, and you get a power spike resulting in torque steer. In Sport mode, you’ll hear the front tyres protest when made to put all that torque down on a less-than-perfect road. Standard mode dulls response slightly, but it can still catch new drivers off guard. With time, it is possible to drive around this, but the latest crop of rival EVs has mastered a more linear delivery. Eco mode feels a bit tepid and is best saved to counter range anxiety, while a Custom mode lets you customise power output and regen braking in increments of 10 percent. There are also three preset regen modes – Standard, Comfort and Strong – but no paddles to control them or one-pedal mode. Instead, you get an Intelligent setting that uses the ADAS sensors to adjust regen in real time based on the traffic in front of you.
Grip levels and body control are good, but FWD layout struggles to put power down.
Refinement is a bit of a mixed bag. While the motor is fairly muted and there is little wind or tyre noise coming through, you hear the suspension at work on rough patches.
MG Hector Tomahawk EV Range and Efficiency – 7/10
A spirited highway drive from Kochi to Kozhikode covering 192km, resulted in an overall efficiency of 4.85km/kWh.
While the Hector name is often associated with poor fuel efficiency, the new EV and PHEV hope to change that. MG claims an MIDC range of 517km from its 69.2kWh battery pack. On a spirited drive from Kochi to Kozhikode covering 192km, we recorded an overall efficiency of 4.85km/kWh, translating to a real-world range of 336km. This was on a fast highway run, where the Tomahawk’s tall shape won’t do its efficiency any favours. We’ll put it through our standard real-world efficiency test when we have the car for longer.
DC fast charges at 90kW – slower than rivals but enough for a 30 to 80 percent top-up in a claimed 35 minutes.
Topping up the battery from 10 to 100 percent using the 7.4kW charger is said to take around 12.5 hours. It can also DC fast charge at speeds of up to 90kW, which is lower than its immediate rivals but still enough to take the battery from 30 to 80 percent in about 35 minutes.
MG Hector Tomahawk EV Ride Comfort and Handling – 7/10
Rides with more maturity than previous MG EVs, but suspension can be heard working.
The Hector Tomahawk EV makes a big step up in ride and handling compared to the ICE Hector, but there is still some room for improvement. It rides with more maturity than previous MG EVs, comfortably absorbing most of what we threw at it. However, you do hear the suspension working. Sharper bumps reveal an underlying firmness that occasionally comes through to the cabin. Most roads around Kochi were relatively smooth, and we weren’t able to experience it on rippled concrete, so we will reserve full judgement until we have the car for longer.
A big positive is how easy the Tomahawk is to drive for something this large. Visibility all around is excellent, and you can see the bonnet’s edges from the driver’s seat. A light steering also helps, and overall, it feels less intimidating to drive through tight traffic than, say, the XEV 9S.
230mm claimed ground clearance is best in class; wheelbase second only to VF MPV 7.
The steering also weighs up as speeds rise and feels reasonably direct, though the sheer amount of torque going to just the front wheels corrupts the feel. At a quick pace through the twisties, you feel the wheel tugging at your hands as you apply power. Body control is good, and it stays composed through quick direction changes, but a sedate pace is more its element. Braking is strong, with four-wheel discs bringing the heavy SUV to a confident halt.
MGHector Tomahawk EV Value for Money – 7/10
Introductory pricing for the Hector Tomahawk EV starts at Rs 19.49 lakh and tops out at Rs 23.49 lakh. The Battery-as-a-Service (BaaS) scheme lowers the entry barrier to Rs 13.99 lakh, with battery rental set at Rs 4.90 per km. While all these prices are applicable to limited units only, this is quite aggressive pricing from MG.
Practical, comfortable and no-nonsense SUV will appeal to the chauffeur-driven but lacks the dynamic polish of its rivals.
When compared spec-for-spec, it undercuts the competition from Tata and Mahindra while offering a bigger battery and more performance than its Korean rivals. It has a spacious and comfortable cabin, a comprehensive feature set and is surprisingly easy to drive for its size. However, it lacks the dynamic polish of its rivals and therefore doesn’t feel like a latest-generation EV. As such, its Hector name starts to make more sense. It is a practical, comfortable, no-nonsense SUV that will appeal to the chauffeur-driven just like its forebear. Those looking to do the driving, though, are better off looking elsewhere.
The Mercedes-Benz EQS SUV is back in the Autocar India long-term fleet, and after spending the last month with it, I can understand why I was happy to see it return. I have used it for everything from Mumbai office commutes and daily errands to highway runs and even as a cargo hauler, and it has quickly slipped back into the role of a comfortable and effortless family companion. In fact, the more I use it, the more I find myself appreciating just how easy this enormous luxury SUV is to live with.
The EQS SUV is a large SUV, and it feels every bit as luxurious as you would expect from a Mercedes. The cabin is beautifully appointed, the materials feel expensive, and the seats are extremely welcoming and comfortable. My family particularly loves the space and comfort it offers. There is plenty of room inside, and the overall ambience is one of calm and refinement. Being an EV, it is also extremely refined, with the near-silence of the electric powertrain adding to the sense of luxury.
When your driving simulator needs an SUV-sized boot.
Despite its size, the EQS SUV doesn’t feel too big to drive. At more than 5.1 metres long, you would expect it to feel cumbersome, particularly in tight spaces, but that hasn’t been my experience. All-round visibility is very good, which makes it relatively easy to place on the road. The real party trick, however, is the rear-wheel steering. It makes turning around in tight spots remarkably easy, and you quickly stop worrying about the car’s size.
For some perspective, the EQS SUV has a turning circle of just 10.1 metres. That’s actually shorter than my wife’s much smaller Kia Sonet. It is a remarkable statistic and, more importantly, something you can genuinely appreciate when manoeuvring the car in the real world.
Rear-wheel steering makes this 5.1-metre-long SUV surprisingly easy to manoeuvre.
The EQS SUV’s 122kWh battery has also thrown range anxiety right out of the picture for me. I experienced this recently when I shifted from Pune to Mumbai. I had to carry a few important and expensive items, but one trip wasn’t enough to move everything, so I had to make the journey twice.
That meant doing roughly two trips of around 500km in the same day, and the EQS SUV managed it with battery to spare. It was an excellent demonstration of the advantage of having such a large battery. Instead of worrying about where I would have to stop and charge, I could simply concentrate on getting the job done. For an EV that is also expected to undertake long journeys, that kind of range is extremely reassuring.
It settles into a relaxed rhythm on the highway, making long-distance journeys feel easy.
On the highway, the EQS SUV just glides. It is an extremely relaxed long-distance tourer, and I found myself feeling surprisingly fresh even after longer drives. The combination of its refinement, comfort and electric powertrain makes covering distance very easy. There is no engine noise or vibration, and the car simply settles into a comfortable rhythm on the highway. The Burmester 3D Surround Sound System also kept me good company on these longer drives.
There are, however, a couple of things that I don’t particularly like. The first thing I do in any Mercedes is switch off the emergency brake assist. It is a system designed for situations where traffic moves in a relatively organised manner, but I find it extremely sensitive in our chaotic traffic conditions.
Active Brake Assist can be overly sensitive in chaotic traffic, with sudden braking that can really startle you.
I was reminded of this when I once forgot to switch it off. I was driving onto a crowded road when the system suddenly slammed on the brakes. It startled everyone inside the car, but I was also worried about the possibility of someone behind me rear-ending the car. In India, where traffic can be unpredictable and vehicles often follow each other very closely, an unexpected intervention like this can be unsettling. Ideally, there should be an option that allows the driver to switch the system off and keep it off even after the car is restarted.
The other issue is with the ride over bad roads. At low speeds, the ride is cushy and plush, but the EQS SUV’s weight does occasionally make itself felt. If one side of the wheels goes into a pothole at really slow speeds, you can feel the side-to-side movement of the car. It isn’t a major issue, but it is a reminder of just how much car you are driving.
There is also a mild thud if you take a pothole a little faster than you should. The air springs don’t seem to have much negative travel, and you can feel the suspension hit the bump stops.
The plush low-speed ride can get unsettled over potholes, with the EQS’ weight making itself felt.
Other than these two niggles, the EQS SUV has been a comfortable and luxurious companion for me and the family. It has handled my office commutes, daily errands, highway runs and even the demanding Pune-Mumbai move without fuss. Its huge battery has made range anxiety almost irrelevant, while its excellent comfort and refinement make long journeys particularly enjoyable.
Despite its size, the rear-wheel steering makes it surprisingly easy to manoeuvre, and the cabin is exactly the sort of place you want to spend time in. After a month, I am still very fond of the EQS SUV, and I am looking forward to seeing how the experience develops as our long-term stint continues.
The Maruti Suzuki Baleno and Tata Altroz offer a wide range of features in their respective top variants. The Baleno Alpha(O) is available with both a 1.2-litre three-cylinder petrol engine with a 5-speed manual or 5-speed AMT, while the Altroz Accomplished+S is offered only with the 1.2-litre turbo-petrol engine paired with a 6-speed DCA automatic. Here, we compare the two top-spec variants on features and equipment.
Maruti Baleno vs Tata Altroz: Exterior features
Both get LED lighting and 16-inch alloy wheels
Exterior features
Maruti Baleno Alpha(O)
Tata Altroz Accomplished+S
Headlamps
LED projectors
LED projectors
LED DRLs
Yes
Yes
LED fog lamps
Yes
Yes
LED tail-lamps
Yes
Yes
Alloy wheels
16-inch
16-inch
ORVMs
Electrically adjustable and folding
Electrically adjustable and folding
Door handles
Pull-type
Flush-fitting
Rear wiper and washer
Yes
Yes
Shark-fin antenna
Yes
Yes
Dual-tone roof
No
Yes
Both hatchbacks get LED lighting, 16-inch alloy wheels, folding ORVMs and rear wipers, so the basic exterior equipment is broadly similar. The Altroz gets flush-fitting door handles and a dual-tone roof, while the Baleno gets UV-cut glass and pull-type door handles with chrome garnish. The differences here are largely limited to styling and exterior detailing rather than major differences in functionality.
Maruti Baleno vs Tata Altroz: Interior features
Altroz gets larger screens; Baleno has ventilated seats and a head-up display
Interior features
Maruti Baleno Alpha(O)
Tata Altroz Accomplished+S
Infotainment screen
9-inch
10.25-inch
Instrument cluster
Analogue dials with TFT MID
10.25-inch digital
Head-up display
Yes
No
Front ventilated seats
Yes
No
Sunroof
No
Yes
Wireless Android Auto/Apple CarPlay
Yes
Yes
Wireless charger
With active cooling
Yes
Automatic climate control
Yes
Yes
Rear AC vents
Yes
Yes
Audio system
Clarion, 4 speakers + 2 tweeters
4 speakers + 4 tweeters
Cooled glovebox
No
Yes
Rear armrest
No
Yes
Upholstery
Leatherette
Fabric + Leatherette
Cooled glovebox
No
Yes
The Altroz has the larger 10.25-inch infotainment screen and a 10.25-inch digital instrument cluster, giving it more screen area than the Baleno’s 9-inch touchscreen and analogue dials with a TFT MID. The Baleno instead offers features such as ventilated front seats and a head-up display, which are not available on the Altroz. The Altroz gets a sunroof, rear armrest and cooled glovebox, which the Baleno misses.
Both cars have wireless Android Auto and Apple CarPlay, automatic climate control, rear AC vents and wireless charging. The Baleno adds active cooling for the wireless charger and leatherette upholstery, while the Altroz has two additional tweeters, with both cars using four speakers.
Maruti Baleno vs Tata Altroz: Technology and convenience
Baleno gets adaptive cruise control; Altroz adds more cabin technology
Technology and convenience
Maruti Baleno Alpha(O)
Tata Altroz Accomplished+S
Adaptive cruise control
Yes
No
Air purifier
No
Yes
Blind-spot monitor
No
Yes
360-degree camera
Yes
Yes
Auto-dimming IRVM
Yes
No
Rain-sensing wipers
No
Yes
Voice assistant
Yes
Yes
Remote vehicle functions
Suzuki Connect
iRA
SOS calling
No
Yes
The Baleno’s adaptive cruise control works as part of its Level 2 ADAS package, while the Altroz gets features such as a blind-spot monitor, rain-sensing wipers, air purifier and SOS calling. The Baleno also gets an auto-dimming inside rear-view mirror, which is not offered on the Altroz.
Both cars have a 360-degree camera and voice assistant. Their connected-car systems also allow remote vehicle functions, with Suzuki Connect on the Baleno and iRA on the Altroz.
Maruti Baleno vs Tata Altroz: Safety features
Baleno gets Level 2 ADAS; both get six airbags
Safety features
Maruti Baleno Alpha(O)
Tata Altroz Accomplished+S
Level 2 ADAS
Yes
No
Airbags
6
6
TPMS
Yes
Yes
Electronic stability control
Yes
Yes
Hill-hold assist
Yes
Yes
ABS with EBD
Yes
Yes
ISOFIX mounts
Yes
Yes
Both cars get six airbags, TPMS, electronic stability control, hill-hold assist, ABS with EBD and ISOFIX mounts. The key difference is ADAS: the Baleno gets Level 2 ADAS with Lane Keep Assist, Lane Departure Warning, Advanced Emergency Braking, Forward Collision Warning and High Beam Assist, while the Altroz does not offer Level 2 ADAS.
Maruti Baleno vs Tata Altroz: Price and verdict
Maruti Baleno Alpha(O)
Tata Altroz Accomplished+S
Price (Rs, lakhs)
9.50 – 9.99
10.75
At Rs 9.50 lakh-Rs 9.99 lakh, the Baleno is Rs 1.25 lakh to Rs 76,000 cheaper than the Altroz. The Altroz, meanwhile, has its own advantages, including a larger 10.25-inch touchscreen and digital instrument cluster, along with features such as a sunroof and cooled glovebox.
Between the two, we would recommend the Baleno. Along with the lower price, it offers segment only features, such as ventilated front seats, a head-up display and Level 2 ADAS. The combination of these features, its two gearbox options and lower top-spec pricing gives the Baleno a broader equipment package for the money.
