A 2027 Ducati Panigale V4 SP has been confirmed via a California Air Resources Board (CARB) certification in the US. According to reports, the filing was originally submitted for the 2027 Panigale V4 line-up in March, but Ducati updated it in July to add an SP variant to the certification.
2027 Ducati Panigale V4 SP confirmed via US emission certification
Will use the same 1,103cc engine as the standard 2027 Panigale V4
Expected to add a dry clutch, carbon-fibre wheels and upgraded Brembo brakes
2027 Ducati Panigale V4 SP: What to expect
The previous-generation Panigale V4 was available in both SP and SP2 variants
The SP nameplate – which stands for Sport Production – has, in recent history, typically represented the top-of-the-line version of a production Ducati. The brand introduced a Panigale V4 SP for the 2021 model year, followed by an SP2 for 2022. Both were positioned above the standard Panigale V4 S but below the track-homologated V4 R.
Based on that precedent, we could see the 2027 Panigale V4 SP offer similar upgrades to those seen on its predecessors – a dry clutch replacing the standard hydraulic unit, carbon-fibre wheels, a lightweight chain, adjustable billet-aluminium footpegs, a brushed-aluminium fuel tank and upgraded Brembo braking hardware. The engine will likely be shared with the rest of the road-going 2027 Panigale V4 line-up, and we’ll have to wait to see if output figures change with the SP badge. Notably, that wasn’t the case with the last generation. For reference, the 1,103cc V4 in the standard bike produces 216hp and 120.9Nm.
Currently, the global Panigale V4 line-up includes the standard V4, the V4 S, the track-homologated V4 R and the V4 S 100 limited-run model as part of the Centenario collection. All except the latter are also available in India. Ducati has been prompt in making most of its global models available in our market, so when the V4 SP does go into production, we could expect it to launch here as well. It will likely command a premium over the Rs 39.79 lakh (ex-showroom, India) price of the V4 S.
When you hear the words Special Edition, the natural assumption is that this is the special version of a normal bike. Aprilia thinks otherwise, and unlike what the name suggests, the new Special Edition is the only Tuono 457 you can buy in India today.
Tuono 457 Special Edition Comfort – 7/10
The changes are all aimed at making the Tuono a little easier to live with. When first launched, the Tuono was quite literally the naked version of the racy RS 457 with the only differences being in how it looked and the fact that it had a flat handlebar instead of clip-ons. The result was a high capable bike but one that was unforgiving in terms of comfort.
Fly screen is now standard fit
The Special Edition aims to make the Tuono more inviting with tweaks made to the riding position as well as the suspension. The handlebar is the same, but a new riser raises it by about 10mm. While the Tuono used to have the same seats as the RS 457, the rider seat now has additional padding which again raises the seat height by about 10mm.
Same handlebar as before but with taller risers
These two changes may sound marginal, but they have a noticeable effect. At 6’1”, I used to find the Tuono uncomfortably cramped, with my knees feeling locked in place by the tank and the handlebar aggressively low. The new setup improves things and while this is still a compact riding position with high-set footpegs, it’s not punishingly so – I do appreciate the difference it makes to comfort after an hour of riding.
Tuono 457 Special Edition Suspension and Handling – 9/10
Monoshock, adjustable preload, 130 mm wheel travel
Front Tyre Size
110/70 – 17
Rear Tyre Size
150/60 – 17
Brake type
Front – Disc, Rear – Disc
The other change comes in the form of retuned suspension with a focus on comfort. Wheel travel is unchanged, but the compression/rebound damping and spring rates have been reduced a little at the front while the rear gets reduced spring rates as well as a little less compression damping – rebound damping is similar to before. Aprilia stresses that while the suspension is softer, it will not bottom out under hard riding conditions.
The riding position is still sporty but now noticeably more comfortable
Specifications
Values
Fuel Tank Size
12.7 L
Kerb Weight
175 kg
From what I could tell, the bike does feel a little softer and more absorptive in the initial travel, but we faced an unusual difficulty in making a clear verdict – the roads around Baramati where we were riding it were shockingly good! You could tell that this was still a very agile and reactive motorcycle with a taut feel. I’m quite confident that its superb handling skills are still intact and the only difference may be seen when being pushed to the limit at the race track – something we look forward to evaluating soon. At the same time, I don’t expect this to be a plush and comfortable bike over Mumbai’s bumpy concrete roads, but it should be a little less harsh than before.
Rider seat gets more padding for better comfort
The other changes on the Tuono are largely visual. It now gets a fly screen as standard which adds to the look but doesn’t transform its wind protection capabilities in any significant way. There’s also a new adjustable brake lever and a smart shade of black that I think makes the Tuono 457 a better looking bike.
Tuono 457 Special Edition Engine and performance – 9/10
The 457cc twin cylinder engine has strong performance and makes a great sound
Specifications
Values
Engine Displacement
457 cc
Max Engine Power
47.6 hp @ 9400 rpm
Max Engine Torque
43.5 Nm @ 6700 rpm
Number of Gears
6
The rest remains the same, including the absolutely delectable 457cc parallel twin engine that makes a superb sound and has solid punch. The engine doesn’t have a great top end, but the mid range is strong enough to pull clutch up wheelies in second gear in a way that no other locally manufactured bike can match. Highway speeds are smooth and effortless and the bike can sit at 130 or higher without stress. This really would make for a great engine in a Tuareg 457 ADV whenever that finally becomes a reality. The company also seems to be ironing out the significant reliability concerns that plagued the first RS 457 models and the number of customer complaints has reduced.
Suspension is now a little softer while the braking set up is the same
Braking hardware is the same as well and it is good enough for road use. It’s only under repeated hard braking conditions that you will want to upgrade to better brake pads at the very least. The one missing feature is a bi-directional quickshifter which can be bought for an additional Rs 21,000.
Tuono 457 Special Edition Price and Conclusion – 8/10
The Aprilia Tuono 457’s Rs 4 lakh ex-showroom price is suddenly a lot more appealing than it used to be. That’s not because Aprilia lowered it in any way, but simply because they haven’t raised it after the GST rate hike. While its chief rival the KTM 390 Duke used to cost around Rs 1 lakh less, that difference is now just Rs 50,000 and that suddenly puts the Tuono in a new light.
It is still a more expensive bike – both to buy and run – and the dealer network is far more limited as well. However, as far as riding thrills go, no rival comes close to the ‘scaled down big bike’ feel this bike offers and with these changes, it makes for a much more appealing package at this price.
The TVS Ronin has had a strong run of late, with quarterly sales nearly doubling year-on-year and the bike steadily gaining ground in the 200-250cc segment. The bike is available in three trims – Base, Mid and Top – all powered by the same 225.9cc, single-cylinder, oil-cooled engine that makes 20.4hp and 19.9Nm. The three also share the same suspension hardware, with the differences coming down to braking hardware, features and colour options. Here’s what each variant offers.
TVS Ronin variant breakdown
Ronin Base
The Base trim is the entry point into the Ronin range and gets single-channel ABS, along with two riding modes – Rain and Urban. With a kerb weight of 159kg, it’s also 1kg lighter than the Mid and Top variants. Other features include all-LED lighting and an asymmetric digital instrument cluster, but it misses out on TVS SmartXonnect connectivity, voice assist, turn-by-turn navigation and call alerts. Prices for the Base start at Rs 1.29 lakh.
Ronin Mid
The Mid trim steps up to dual-channel ABS while retaining the same Rain and Urban riding modes. It’s otherwise largely identical to the Base, without any of the SmartXonnect-based connectivity features. Visually, it adds gold-finished USD forks. Prices for the Mid start at Rs 1.49 lakh.
Ronin Top
The range-topping Top trim carries over the dual-channel ABS and gold-finished USD forks, but adds adjustable levers and a more capable digital instrument cluster with SmartXonnect connectivity, voice assist, turn-by-turn navigation, ETA, incoming call alerts and ride analysis via the TVS Connect app. Prices for the Top start at Rs 1.62 lakh.
The Maruti Wagon R CNG remains one of India’s best-selling CNG cars. It is offered in two variants – LXi CNG (Rs 5.94 lakh) and VXi CNG (Rs 6.47 lakh) – and commands a premium of Rs 95,000 over the equivalent petrol versions. We put the Wagon R CNG through our real-world fuel-efficiency tests to see how it performs.
No auto engine stop-start system
Claimed fuel efficiency: 33.47km/kg
Is 95-100kg heavier than the equivalent petrol version
Maruti Suzuki Wagon R CNG mileage explained
Powering the Wagon R CNG is a 1.0-litre, three-cylinder engine that produces 67.7hp and 91.1Nm in petrol mode, and 56.6hp and 82.1Nm when running on CNG. The CNG variant is available exclusively with a 5-speed manual gearbox. Alongside its petrol fuel tank, the Wagon R gets a 60-litre CNG cylinder mounted in the boot. The added weight of the cylinder and associated hardware makes it about 95-100kg heavier than a comparable petrol model.
In our tests, the Wagon R CNG returned 23.39km/kg in the city and 33.09km/kg on the highway, resulting in an overall average efficiency of 28.24km/kg. Particularly noteworthy is the highway figure, which comes remarkably close to Maruti’s claimed efficiency of 33.47km/kg.
When refilled from empty, the Wagon R’s CNG tank accepted 7.4kg of gas. Under ideal conditions, however, the 60-litre cylinder should be able to hold close to 8kg, depending on factors such as ambient temperature and dispenser pressure. Based on our real-world average efficiency figure of 28.24km/kg, owners can realistically expect a driving range of approximately 210-220km on a full CNG tank.
Autocar India’s fuel-efficiency testing
Since CNG tanks are more difficult to fill consistently due to variables such as ambient temperature and pump pressure, we did not use our standard tankful-to-tankful methodology. Instead, for our real-world tests, we emptied the CNG tank and refilled it with 2kg of CNG. We then drove the vehicle in city conditions until the gas was exhausted. The same process was repeated for the highway run. Throughout both tests, the Wagon R was driven exclusively in CNG mode.
Before our real-world fuel efficiency tests, we maintain tyre pressures based on the manufacturer’s recommendations. These cars are driven in fixed city and highway loops in and around Navi Mumbai, and we maintain certain average speeds. Throughout the tests, there is only one person in each car, and the aircon is set to fan speed 2 with temperature dialed to the lowest position. We operate other electricals, such as the audio system, indicators and wipers, just like a regular user would. Periodic driver swaps further neutralise variations in driver patterns.
After years on the sidelines, Audi India is finally in attack mode. The next 12 months will see a barrage of all-new metal. First comes the third-generation Q3 this month, followed by the A5 in February 2027 and then the recently unveiled Q9 flagship SUV by the second half of 2027. “Three models in less than 12 months’ time,” confirms Balbir Singh Dhillon, head of Audi India.
The crucial detail is not the cadence but the sourcing. These will not be costly completely built-up (CBU) imports but will be assembled at the Skoda Auto Volkswagen Group plant in Chhatrapati Sambhajinagar. Model-to-model replacement, as Dhillon points out, needs little fresh capital because the heavy lifting was done years ago. “To be successful in India, you have to make in India,” he says. “Irrespective of any FTA, we will still make in India. That will remain the core strategy.”
Let’s take a close look at what to expect from each model:
Audi Q3
Launch: August 2026, estimated price: Rs 50 lakh
A big leap over the second-gen model in tech and styling, the third-gen Q3 was revealed last June. It is available in petrol, diesel and plug-in hybrid options in overseas markets, but in India, it’ll have a 204hp, 2.0 turbo-petrol paired with a 7-speed dual-clutch and standard Quattro all-wheel drive. The AWD will give it an edge over the BMW X1 and Mercedes-Benz GLA. Expected in both SUV and Sportback body styles, the Q3 will ride on 18-inch alloys and should get a spare under the boot floor. Kit is expected to include an 11.9-inch digital driver’s display, a 12.8-inch touchscreen, three-zone auto AC and a large sunroof.
Audi A5
Launch: February 2027, estimated price: Rs 60 lakh
Revealed in 2024 and updated with hybrid powertrains last year, the A5 will replace the ageing A4 in Audi India’s line-up. Based on the new Premium Platform Combustion (PPC) architecture, it is larger than the A4 and shares its high-tech interior with newer Audis like the Q6 e-tron, including an optional 10.9-inch passenger-side touchscreen display. India is expected to get the same 204hp, 2.0 turbo-petrol engine and 7-speed dual-clutch transmission as the Q3, though only in front-wheel-drive form. While overseas markets also get a 265hp Quattro variant, it isn’t expected for India.
The Q9 sits above the Q7 and Q8, at the very top of the range and is Audi’s new flagship. It’s also the first time Audi has used the ‘9’ designation, and with the A8 gone, this three-row giant is now the standard-bearer for the brand. At more than 5.3 meters in length, this isn’t a stretched Q7; it’s a class-size jump that finally gives Audi a genuine rival to the Mercedes-Benz GLS and BMW X7, a fight it has sat out for far too long. It will get a sole engine option in India: a 3.0-litre V6 petrol producing 367hp and 550Nm, driving all four wheels through an 8-speed automatic. Sadly, there will be no diesel engine option for India.
Network expansion to compliment new launches
Hardware alone will not do it. The retail network is being rebuilt in parallel. “Today we have 29 showrooms. By the end of next year, we’ll be at 40,” says Dhillon, with virtually every existing outlet currently torn up for conversion to Audi’s global ‘progressive’ showroom format. The new locations alone, he reckons, will contribute a quarter of the planned growth. Add a thriving Audi Approved Plus used-car operation, which now sells one pre-owned car for every new one and sits on a database of 20,000 pre-owned buyers ripe for upgrade, and the machinery for a volume push is in place.
The stated ambition is bold. “Today we are at about 8, 9 percent market share. I want to double it to maybe reach 18 to 20 percent in the next three to five years,” says Dhillon. In volume terms, that means more than doubling sales to cross 10,000 units within three years, outpacing the luxury market that is itself expected to grow.
For the first time in years, Audi India has a genuine arsenal: a fresh Q range from Q3 to Q9, a striking new sedan, a rebuilt network and a loyal customer base waiting to be rewarded. There will still be gaps in the product lineup, but the intent is there, and this opening salvo is just the start of an offensive built to sustain itself, with future products already being hatched, many of them aimed squarely at those very holes in the line-up. 2027 promises to be a turning point. It’s game on for Audi.
Earlier this week, Bajaj confirmed that it would unveil the revamped Classic Pulsar range on August 12. Now, images of the next-generation Pulsar 125 at a dealership have surfaced online, giving us our first clear look at what to expect.
All-new Pulsar 125 spotted at dealership ahead of August 12 launch
Gets a new frame with a rear monoshock
Likely to feature a new engine
All-new Bajaj Pulsar 125: What to expect
The new Pulsar 125 gets an all-new chassis and what appears to be a heavily revised engine
The upcoming Pulsar 125 was spotted testing earlier this year, and these latest images confirm that it sits on a significantly reworked platform. The frame appears to be an entirely new unit, likely a single downtube setup rather than the double cradle chassis used on the outgoing Pulsar 125. Another notable hardware change is the adoption of a rear monoshock, replacing the twin shock absorbers that have been a hallmark of the Classic Pulsar range for over two decades. Up front, the motorcycle continues with a conventional telescopic fork.
The bike runs on 17-inch alloy wheels – the design of which appears similar to what’s seen on the current Pulsar 125 and Pulsar N125 – shod in what appears to be MRF rubber, with a disc brake at the front and a drum at the rear. The bike seen in the images is a single-seat version, but Bajaj could offer a split-seat variant as well. Lastly, the gear lever appears to be a more modern setup of a toe-only shifter without the heel piece seen on older Pulsars.
The bike is expected to feature an all-new engine, and that does appear to be the case visually – the casings look different from the outgoing unit and the exhaust header routing has been redesigned. For reference, the current Pulsar 125 is powered by a 124.4cc single-cylinder engine producing 11.8hp at 8,500rpm and 10.8Nm at 6,500rpm.
Styling retains familiar Pulsar proportions but introduces a number of modern touches. The overall design of the fuel tank and tank shrouds is familiar, but the side panels have been completely redesigned. The tail section also appears slimmer than before, and the motorcycle uses halogen indicators. Another notable update is the addition of a colour LCD instrument cluster.
The new Pulsar 125 will take on rivals such as the TVS Raider 125, Hero Xtreme 125R and Honda CB125 Hornet in one of India’s most competitive motorcycle segments. Pricing will be announced at the August 12 launch, but we could see a slight increase over the current model’s starting price of Rs 92,341 (ex-showroom, Delhi).
The Norton Atlas and Atlas GT are the upcoming adventure motorcycles, built at TVS Motor Company’s Hosur facility ahead of an expected India launch later this year. Both share the same 585cc liquid-cooled parallel-twin producing 69hp and 57.5Nm, with a bidirectional quickshifter and slipper clutch as standard, and both get a Bosch six-axis IMU, lean-sensitive cornering electronics and an 8-inch TFT display.
The Atlas is the more adventure-oriented of the two, with 180mm of suspension travel, a 19-inch front wheel and 220mm of ground clearance, while the Atlas GT takes a road-focused approach with 140mm of travel and 17-inch wheels at both ends. Both are available in a higher-spec Apex variant with additional electronic and hardware upgrades. The Atlas and Atlas GT will be available in four colour options: Trophy Silver, Matrix Black, Sinopia Orange, Verona Green.
Simple has released fresh images of its upcoming family electric scooter – Arrive – ahead of its September 2 debut. Shot in low-light conditions with the scooter still wearing camouflage, the images reveal only a handful of design details while continuing to keep much of the bodywork hidden. The new model will mark Simple’s entry into the growing family electric scooter segment.
Fresh official images released ahead of September 2 launch
LED lighting signature and hardware partially revealed
Family-focused electric scooter will expand Simple’s portfolio
Simple family-scooter: What to expect?
The dusk-shot images don’t reveal much beyond the scooter’s front-end lighting setup. A full-width LED daytime running light spans the front, with the main headlamp units positioned lower down on the apron. The images also confirm telescopic front forks and a front disc brake, while the upright handlebar points to a relaxed riding position.
Most of the side bodywork and the rear section remain concealed beneath camouflage, suggesting Simple is reserving the full design reveal for the scooter’s official debut.
A practical addition to Simple’s lineup
Unlike the performance-oriented Simple One range, the upcoming scooter is expected to cater to buyers looking for a practical everyday commuter. Its upright proportions and conventional layout suggest a greater focus on comfort and usability than outright performance.
Likely to be called the Arrive, the scooter will rival family-oriented electric scooters such as the TVS Orbiter, Ather Rizta and Bajaj Chetak. It will also take on Ather’s upcoming EL platform-based family electric scooter, which is set to make its debut at Community Day on August 29, just a few days before the Simple’s unveiling.
Launch on September 2
Simple has confirmed that its new family electric scooter will make its debut on September 2. However, details regarding its battery, motor, claimed range, feature list and pricing remain under wraps.
All of these details are expected to be announced when the scooter is officially unveiled.
The Mercedes-AMG E53 Hybrid 4MATIC+ arrives at a time when performance cars are being asked to do more than simply go fast. It has to deliver the pace and character expected of an AMG while embracing electrification to meet increasingly stringent emissions norms and changing buyer expectations. The result is a plug-in hybrid performance sedan that combines a 3.0-litre turbo-petrol inline-six engine with an electric motor for a formidable system output of 585hp, while also offering enough electric-only range for mundane daily drives.
But this isn’t just an E-Class with a bigger battery and more power. The E53 gets AMG-specific chassis hardware, all-wheel drive, rear-wheel steering and a suite of performance-focused electronics designed to counter the added weight. Can this electrified AMG still deliver the thrills enthusiasts expect while remaining a genuinely usable luxury sedan every day?
Mercedes-AMG E53 Exterior Design and Engineering
Expectedly, the E 53 has put on quite a bit of muscle. The front bumper is sportier, with large air dams. The Panamericana grille gets illuminated surrounds and is wide enough to gulp massive amounts of air to cool the engine, while the power lines on the bonnet add more intent to its character.
The E53 has good amount of muscle with aggressive bumpers, big grille and power lines
The profile flaunts flared wheel arches, larger 20-inch wheels (the last-gen E 53 featured 19-inchers) and, like before, a standard wheelbase, giving it sportier proportions than the long-wheelbase E-Class.
At the rear, there’s an E 53 badge with red highlights, a quad-exhaust setup that isn’t actually connected to the exhaust pipes, a diffuser and a ducktail spoiler that’s large enough to be noticed but won’t do much for downforce.
Not being a long wheelbase gives it perfect proportions
Overall, it’s a handsome-looking car with just the right amount of restraint. However, if you’re looking for a bit more visual drama, you’ll have to pay extra for the MANUFAKTUR paint finishes, as the standard colour palette is more E-Class than AMG.
Mercedes-AMG E53 Interior Space and Comfort
Inside, the E 53 strikes an appealing balance between luxury and sportiness. Instead of carbon-fibre or piano-black trim, Mercedes has used open-pore wood that feels rich and tactile. A large central MBUX touchscreen dominates the dashboard, while the passenger display found on the standard E is absent – not particularly bothersome given how good the main screen is.
Red and black upholstery looks racy while open pore wood adds luxe factor
The AMG sports seats offer plenty of support and adjustment, although ventilated and massage functions are missing. Likewise, the chunky AMG steering wheel feels superb in hand but is cluttered with touch-sensitive controls that remain frustrating to use.
Rear-seat space is naturally tighter than the long-wheelbase E-Class, but there’s still enough room for two adults to travel comfortably. Manual sunblinds and a panoramic sunroof add to the ambience, although the large transmission tunnel makes this a strict four-seater.
There’s good space in the rear despite this not being a long wheelbase
The boot, however, sees the biggest compromise. At 370 litres, it’s 170 litres smaller than the standard E-Class because the battery sits beneath the floor. There’s no spare wheel either, with its space instead occupied by the charging cable and puncture repair kit.
Mercedes-AMG E53 Features and Safety
The E 53 is a well-equipped sedan despite missing features such as ventilated seats. The centre screen is the brains of the operation and, unfortunately, many of the controls are routed through it, making them difficult to operate on the move.
We’ve praised the MBUX infotainment system for its clear interface and high-resolution display, but usability isn’t its strongest suit. The large screen makes it difficult to accurately select the desired function while driving.
Too many controls on the steering is distracting
The E 53 gets a comprehensive suite of driver assistance systems, including Lane Keep Assist, Automatic Emergency Braking, Rear Cross Traffic Alert and Blind Spot Monitoring. Thankfully, these systems can also be switched off manually if required.
The 360-degree camera is crisp and high-resolution, while the 17-speaker Burmester 4D audio system delivers an exceptional listening experience. As impressive as the sound system is, however, it ultimately plays second fiddle to the performance on offer.
Mercedes-AMG E53 Performance and Refinement
Like before, the new E 53 is powered by a 3.0-litre turbo-petrol straight-six engine. This time, however, it gets support from a 28.6kWh battery pack and an electric motor, taking the combined output to 585hp and 750Nm.
585hp six-cylinder engine makes 150hp more than before
Unlike the bigger PHEV AMGs, the E 53 isn’t an ‘E PERFORMANCE’ model, which means the electric motor is mounted within the gearbox housing rather than integrated into the rear axle. Power is sent to all four wheels via the familiar 9-speed automatic transmission, and the E 53 gets a host of drive modes that are noticeably different from one another.
‘Individual’ lets you tailor the engine, gearbox and suspension to your liking. ‘Battery Hold’ prevents the car from using the battery charge, saving it for when you truly need it. ‘EL’ is the full-electric mode, provided there’s sufficient charge in the battery. ‘Comfort’ offers a more relaxed setup, ‘Sport’ sharpens the responses, and ‘Sport+’ is the most aggressive setting.
Naturally, Sport+ is the mode you’ll spend most of your time in if you want the E 53 to feel like a proper AMG. The exhaust note, the urgency of the power delivery and the firmer suspension all come together beautifully. With the engine and electric motor working at full tilt, straight-line performance is genuinely rapid. Acceleration is smooth yet thrilling, as the engine piles on speed rapidly without the neck-snapping brutality of a powerful EV. Power delivery is strong and linear across the rev range, and the gearbox complements the aggressive character of Sport+ perfectly. 0-100kph takes just 4 secs with the ‘Race Start’ which is essentially launch control included in the AMG Dynamic Plus package as power jumps up to 612hp.
For greater driver involvement, you can also engage ‘M’ mode, which gives you full manual control of the gearbox. It will happily bounce off the limiter without automatically upshifting until you pull a paddle.
The exhaust note is a bit of a mixed bag. It’s genuine, but it’s also channelled into the cabin through the speakers and a subwoofer in the boot. It’s not the ideal solution because, outside the car, the engine and exhaust produce a genuinely enjoyable snarl. Still, in an era of synthesised, computer-generated soundtracks, a real exhaust note—even if it’s amplified through the speakers—is worth appreciation.
Switch to Comfort mode and the E 53 adopts an entirely different character. It’s calm, refined and smooth, with gentler power delivery that’s well suited to long-distance cruising.
Where the powertrain disappoints is in city traffic and slow stop-start driving. The gearbox is simply too eager and, even in Comfort mode, it feels a bit like walking an overexcited Rottweiler. It’s constantly trying to surge forward and grab the next gear before you’ve asked it to. The constant shuffling through the lower gears results in unnecessary jerks that spoil the experience.
The solution is to engage EL mode. It’s almost as if it was designed specifically for this scenario. In EL, the E 53 feels smooth and effortless. There’s very little noise apart from the drone generated by the Michelin Pilot Sport 4S tyres, which can be quite rumbly, especially on concrete surfaces.
Braking is less convincing, however. Despite massive 390mm front discs and regenerative braking, the pedal never delivers a natural or consistent feel. Stopping power is strong, but the spongy, inconsistent pedal detracts from an otherwise polished driving experience.
Mercedes-AMG E53 Mileage and Efficiency
One of the biggest talking points of the new E 53 isn’t its staggering performance, but the fact that it can deliver it without constantly visiting a fuel station. This plug-in hybrid marks a significant shift in AMG’s philosophy, combining electrification with a silky-smooth six-cylinder engine to create a performance sedan that’s as comfortable commuting as it is attacking a mountain road.
Charging via an 11kW AC charger will replenish the battery in 2.25 hrs; No DC charging option
The headline figure is a claimed electric-only range of up to 100km, courtesy a 28.6kWh battery pack. You can expect 75-90km on electric power alone making it entirely possible to complete daily urban commutes without firing up the engine.
Once the battery begins to deplete, the turbocharged 3.0-litre inline-six takes centre stage. Even then, the hybrid system continues to contribute through regenerative braking and electric assistance, ensuring the E 53 feels responsive while reducing fuel consumption compared to a conventional performance sedan. Mercedes has also equipped the car with four regenerative braking modes, allowing drivers to maximise energy recovery or opt for a more natural driving experience. For owners with access to home or workplace charging, fuel stops could become surprisingly infrequent. Charging is equally convenient, with the 11kW AC onboard charger replenishing the battery in around three hours.
28.6kWh battery allows for an electric-only range of 100km
Mercedes-AMG E53 Ride Comfort and Handling
For those who enjoy being behind the wheel, the E 53 delivers in abundance. Despite carrying the additional weight of a sizable battery pack, it feels remarkably composed. In Sport and Sport+, the car tightens up noticeably. Body roll is kept firmly in check, the dampers become more alert, and the steering gains welcome heft. What impresses most is how well the chassis disguises its mass. The battery may add considerable weight, but it’s mounted low in the car, lowering the centre of gravity and lending the E 53 impressive stability through fast corners.
The rear-biased 4MATIC+ all-wheel-drive system plays a major role here. The rear wheels can turn up to 2.5 degrees, which isn’t a huge amount, as you’ll still find yourself making the occasional three-point turn. Above 60kph, however, they turn in the same direction as the front wheels, adding another layer of stability through corners.
It is over 400kg heavier than the last-gen model but you just can’t feel it from behind the wheel
The Michelin Pilot Sport 4S tyres aren’t the quietest, but they allow the driver to deploy the combined output with confidence, even when exiting slower bends. Turn-in is crisp, and while the steering isn’t overflowing with feedback, it’s accurate enough to place the car confidently on a winding road.
At low speeds, the adaptive AMG Ride Control suspension does an admirable job of filtering out broken tarmac, expansion joints and sharp-edged potholes. It isn’t perfect, though. Compared with the last-generation E 53, which rode on smaller 19-inch wheels with taller-profile tyres, the new car’s 20-inch wheels have sacrificed a degree of ride compliance. As a result, the low-profile tyres transmit the occasional thud over particularly nasty potholes.
The adaptive dampers mated with the active engine mounts offer terrific stability
Ultimately, the Mercedes-AMG E 53 Hybrid 4MATIC+ isn’t as razor-sharp as a dedicated sports sedan, nor is it as pillowy as the standard E-Class. Instead, it strikes an impressive middle ground, blending everyday comfort with genuine driver engagement. It’s a car that feels just as at home soaking up kilometres on the expressway as it does carving through a series of fast, flowing corners.
Mercedes-AMG E53 Value for Money
Prices start at Rs 1.45 crore for the Performance Edition and Rs 1.48 crore for the Racing Edition. In this price range, there isn’t a direct rival to the E 53. The BMW M5 is both more powerful and considerably more expensive, while the BMW M4 is effectively rivalled by the Mercedes-AMG CLE 53 as a two-door coupe. The Audi RS5, meanwhile, hasn’t been launched in India yet.
The E 53 succeeds because it doesn’t try to be everything at once. It delivers the pace, handling and character expected of an AMG while introducing meaningful electric-only capability that genuinely enhances everyday usability. The brakes may lack the natural feel you’d expect from a performance sedan, and the gearbox can feel over-eager in slow-moving traffic, but these shortcomings do little to overshadow what is otherwise a remarkably accomplished package.
Fast, engaging and surprisingly efficient, the new E53 Hybrid is one of the most complete performance sedans on sale today. More importantly, it proves that electrification doesn’t have to dilute the AMG experience—it can make it even more usable.
While not the first compact SUV to hit the market, the Maruti Suzuki Vitara Brezza didn’t take long to zoom past its peers and rise to the top of its segment. It wasn’t the best looking, most exciting, most powerful or best equipped, but instead, and in true Maruti fashion, it locked in perfectly to what the average Indian wanted more. It was well priced, it was spacious and practical, it was reliable and it had incredibly good fuel economy.
That was almost a decade ago, and now in its second generation, with the ‘Vitara’ dropped from its name, the Brezza has retained those same safe and stable qualities. The compact SUV customer, however, has evolved and in 2026, perhaps playing it safe isn’t the silver bullet it once was. It’s no surprise then, that the brand has tried to introduce some excitement in the form of the 1.0-litre Boosterjet turbo-petrol, an engine it has been very selective in its use of.
With the engine has come some mild cosmetic updates and a few feature additions, and we’ve spent a day with the car to see if they all add up to make for a more compelling package.
2026 Maruti Brezza Exterior Design and Engineering – 7/10
Boxy shape that hints at big interior space; red Turbo accents feel a bit forced.
In typical Maruti fashion, this is a very mild facelift, and only if you’ve regularly lived with the outgoing model might you be able to spot the changes. Up front, the grille trim has been revised slightly, the front bumper looks cleaner and less like a bull bar, and there are triangular housings for the fog lamps. There are almost no changes to the sides or rear, save for a bit more garnish on the side cladding, a new four-spoke dual-tone design for the 16-inch alloy wheels and some vertical slats in the base of the rear bumper, unique to the turbo model.
Also unique to turbo-petrol models are smatterings of red trim everywhere, from the grille, to the side skirts, to the bumpers and even on the wheel arches. While the idea is to give the turbo models a sporty identity, the execution feels lazy – more like aftermarket accessories than a special body kit, like what was offered on the old Baleno RS.
There are no other changes to the outside, and you get the same square and boxy shape as before, pointing to the space on the inside. As before, the body appears a bit too large for the chassis, with the wheels looking disproportionately small and inset compared to the bodywork.
Boot volume remains the same at 328 litres, and as always, its square shape offers up more practicality than the number suggests. A big change, however, is that there is no longer a spare tyre on offer; just a puncture repair kit and tyre inflator. This is because CNG models have moved to an underfloor tank design to free up more luggage space, and like in the Victoris, that’s resulted in the removal of the spare tyre in all models.
2026 Maruti Brezza Interior Space and Comfort – 8/10
Remains one of the most spacious in the segment; decent quality levels all around.
The tall, unabashedly boxy shape has meant that interior space is good, and the Brezza remains one of the few compact SUVs that can seat five adults in true comfort. Seat comfort is adequate, erring more on the firm than the outright soft side, but the design is accommodating for even large adults. The seats are trimmed, on this top ZXi+ variant, in a new bronze and black leatherette upholstery, which looks classier than before.
In fact, bronze and black is the theme for this interior, replacing the maroon and brushed silver of before, and you can see that mainly in the dashboard trim and door cards. The other subtle visual difference is that the once single-colour ambient lighting can now be set to one of 64 colours selectable from the touchscreen.
And finally, the touchscreen on the top variants is the 10.1-inch unit from the Victoris, though the large, free-standing housing it sits in hasn’t changed and still feels like a visual distraction while driving. While the cabin doesn’t immediately scream ‘quality’ like some newer entrants to the segment, in true Japanese car fashion, it feels hardy and well put together in an understated way.
2026 Maruti Brezza Features and Safety – 7/10
Gets some key feature enhancements, but still not up there with the segment best.
With the new touchscreen hardware comes the updated ‘Smartplay Pro X’ software we saw on the Victoris as well. It’s smoother and looks more up-to-date, and features a host of connectivity features, including wireless Apple CarPlay and Android Auto. There is still no digital driver’s display, but the analogue dials are clear and easy to read, and there’s always the flip-open HUD to look at as well.
Other additions include a ventilation function for the wireless charger, and ventilated front seats, but sought-after features rivals offer that aren’t found here include powered front seats, rear window blinds and a panoramic sunroof – the Brezza continues with a single-pane unit.
On the safety front, there have been a few additions too, most notable of which are front parking sensors. This has enabled a few more advanced driver assists, such as blind-spot warning and rear cross-traffic alert, though it’s not the full ADAS system that you get in the Victoris, or which rivals offer. Still, the Brezza now holds a 5-star Bharat NCAP crash test rating, which should reassure some buyers who were on the fence about the SUV.
2026 Maruti Brezza Performance and Refinement – 7/10
Turbo-petrol engine lacks outright punch but instead aces driveability.
The Brezza was thus far unique in the segment for having a 1.5-litre naturally aspirated petrol engine. While this larger-displacement engine prevented it from availing of compact-car tax benefits, Maruti still managed to price it quite competitively. The engine itself was brilliant, feeling far more effortless than the 1.2-litre naturally aspirated engines of rivals, while being incredibly fuel efficient. This engine continues in the updated Brezza, and remains the only way to have an automatic gearbox.
What we’re driving today, however, is the new addition to the range, which is the 1.0-litre ‘Boosterjet’ direct-injection turbo-petrol engine, finally letting the Brezza to join every other compact SUV in the segment in offering a turbo option. First seen briefly in the Gen 1 Baleno RS, this engine was then locally assembled and re-introduced in the Fronx (and its cousin the Toyota Taisor), and now has finally made its way into the Brezza, with an uprated power output of 110hp and torque output of 170Nm.
What strikes you immediately is refinement, and only when you absolutely wring it out will you get some hint of that three-cylinder thrum; commendably, it’s more audible outside than in the car. The next thing is driveability, which is excellent. There’s very little hesitation at low revs – something you typically find in 1.0-litre turbo-petrol compact SUVs – and the Brezza Turbo sets off smoothly, with almost no lag. In fact, you can set off in second or even third with little issue.
Some credit must go to the satisfying and progressive 6-speed manual (which replaces the 5-speed in the 1.5-litre engine as well), as well as the light and easy-to-modulate clutch, both of which are a joy to use.
Though it makes 31Nm more than the 1.5-litre naturally aspirated petrol, and does so from just 2,000rpm, it is tuned to be so smooth and linear, you don’t really feel the added punch. In our tests, the 1.0 Turbo accelerated from 0-100kph in a modest 12.36sec, just 0.3sec quicker than the old 1.5 NA petrol manual version (with the 5-speed manual). The added mid-range boost was more apparent in in-gear acceleration, where it was a few seconds quicker than the 1.5 from 20-80kph in third gear and 40-100kph in fourth.
While off-the line performance was smooth and general tractability in any gear was commendable, we did find ourselves downshifting one or two gears to overtake on the highway, and through the rev range, some flat spots and hesitation did appear. All things considered, the 1.0 Boosterjet is a welcome addition to the Brezza line-up.
2026 Maruti Brezza Mileage and Efficiency – 9/10
Bucks the downsized turbo petrol trend by being spectacularly efficient.
Though they make more power and torque than their naturally aspirated brethren, downsized direct-injection turbo petrols are often earn higher official fuel efficiency ratings due to these being tested in a lab under ideal conditions. In the real world, however, the reality proves to be different, as once the turbo comes into effect, fuel consumptions spikes.
The Brezza Turbo flips the script with an official rating slightly lower than the 1.5 NA, but still incredibly high at 19.96kpl for the higher variants and 20.47kpl for the lower variants.
The best news is that in the real world, the fuel economy seems like it will be excellent too. Despite our day of hard driving and non-stop shooting, the onboard fuel computer showed anywhere between 11 and 14kpl, while other turbo petrols have dropped into single digits with the advent of E20 petrol. Maruti’s mild-hybrid system with a bit of electric assist no doubt helps deliver these numbers, but we wish the engine stop/start was a little quicker to engage. Stay tuned, however, for the full Autocar India real world mileage test, which we will do soon.
2026 Maruti Brezza Ride Comfort and Handling – 8/10
Not the most enthusiastic handler but rides comfortably enough.
Where the pre-facelift Brezza had a light and loose steering that wouldn’t automatically return to the centre position, which was typical of Marutis of that era, this has been corrected to a great extent with the facelift. It still doesn’t have a lot of feel or feedback, but some weight has been dialled in and it returns to centre on its own now. This has robbed some low-speed ease of manoeuvrability, but a small and near-imperceptible amount.
High-speed lane changes, as a result of this added weight, feel a lot more secure to perform. For the most part, the Brezza feels planted, but its tall and boxy form on a narrow footprint make it quite susceptible to cross winds. In corners, too, it feels quite top heavy, and combined with the disconnected steering, doesn’t encourage you to push it hard around corners.
Ride quality is decent but should have been a bit better. Considering this engine is undoubtedly lighter than the 1.5 and the wheel size hasn’t gone up from 16 inches, Maruti could have taken the opportunity to relax the suspension setup a bit. It continues to err on the brittle side, but far from the point of being uncomfortable.
2026 Maruti Brezza Value for Money – 8/10
Turbo engine offered across entire model range, and priced lower than 1.5.
The biggest news is that Maruti hasn’t positioned the 1.0 Turbo above the 1.5 petrol, and has instead passed on the sub-4m tax benefits to the customer. The Boosterjet is available across all four variants – LXi, VXi, ZXi and ZXi+, while the 1.5 NA manual, auto and CNG skip one variant each. It’s a big price difference too, with a 1.5 AT costing over Rs 2 lakh more than the equivalent 1.0 MT. One can only wonder if Maruti will offer the 6-speed AT with the Boosterjet at some stage, as it does in the Fronx.
The Turbo is a welcome addition to the range, even if not necessarily from an outright performance standpoint, but simply from one of positioning. While the Boosterjet may have felt premature for Maruti in 2017, with far greater acceptance of downsized engines today, the huge tax benefits and the engine being locally assembled now, it was a no-brainer to introduce it in the Brezza. It’s a strong and confident statement, and we hope it finds its way into the hatchbacks too.
Given the aggressive pricing of Rs 7.4 lakh to Rs 13.55 lakh, the Brezza’s positioning in the segment has only improved, and you can forgive that it doesn’t have all the features of some newer rivals; the updates it has got are welcome. Similarly, you can forgive that the design hasn’t changed too much or that the turbo’s performance is not explosive, given that these fit perfectly with Maruti’s – and the Brezza’s – positioning of reliable, efficient and no-nonsense motoring.
