Maruti Suzuki’s hatchback sales grew 41 percent in the first half of FY2026-27, while SUV sales increased 56 percent, according to Partho Banerjee, senior executive officer, marketing and sales, Maruti Suzuki. Speaking during the company’s half-yearly sales briefing, Banerjee said, “It is not a one-month wonder.”
Maruti has attributed part of the recent improvement in volumes to the GST rate changes introduced in September last year. The company said the lower tax burden has supported demand for smaller cars.
Small cars continue to see demand
Maruti’s entry hatchback sales grew 86 percent in H1 FY27, while mid-hatchback sales increased 40 percent. Overall hatchback sales were up 41 percent during the period. “Month after month it is happening. In the first half of FY27, Maruti’s entry hatchback sales grew 86 percent, mid-hatches by 40 percent and overall hatchback sales by 41 percent. Mini-car sales have also grown 39.8 percent in September,” said Banerjee.
Maruti’s mini, small and mid-hatchback segments recorded 91,887 units in September 2026, up 24 percent year on year. The mini segment comprises the Alto, S-Presso and Celerio, while the small hatchback segment includes the WagonR, Swift and Dzire. The mid-hatchback segment includes the Baleno. “When everyone was talking about only the SUVs, the hatch has also grown by 41 percent. There is a huge set of customers who are appreciating the other form factors also, be the hatches, be the sedans,” Banerjee said.
The refreshed Baleno recorded 25,000 units in its first month on sale, according to Maruti. The Dzire remained the company’s best-selling model in H1 FY27 despite supply constraints, while the Swift continues to record monthly volumes of around 80,000-90,000 units, according to the company.
Maruti sees strong SUV growth
Maruti’s SUV sales increased 56 percent in H1 FY27, with the company selling around 56,000 SUVs per month during the period. Its SUV line-up currently includes the Brezza, e Vitara, Fronx, Grand Vitara, Invicto, Jimny and Victoris.
SUVs now account for around 57 percent of India’s passenger vehicle market. Maruti’s overall domestic sales reached 11 lakh units in the first half of FY27, while its Q2 domestic sales of 5,65,201 units were the company’s highest for any quarter.
The company attributed part of the improvement in overall volumes to stronger supplies from its newly commissioned plant. The SUV segment has also become a larger part of Maruti’s sales mix as demand for the body style has increased across the market.
A Hyundai Venue N Line runs down a well-lined access road, its sensors alive. Off to the left overhead, an Akasa Boeing 737 Max makes its way down gracefully, flaps extended, ready to land. Both machines are bristling with technology that allows them to operate with a degree of independence once unthinkable. The car can keep itself within a lane, regulate speed in relation to the car ahead, and brake in emergencies. The aircraft can fly itself across continents, execute complex routes, and even land in zero visibility. Welcome to the new world where machines are self-aware and can operate for long stretches on their own.
Today, we dive deep into tech and compare how Advanced Driver Assistance Systems (ADAS), found in modern cars like the Hyundai Venue work, and juxtapose them against how advanced autopilot systems on airliners like the Boeing 737 Max function. Want to know how this Hyundai Venue senses lane markings, what it picks up, how it processes the data, makes a decision and executes a steering manoeuvre to keep the car within the lane, or how aircraft like the Boeing 737 Max are programmed to fly themselves and how they can even land automatically? Read on; there’s plenty of fascinating tech ahead.
Sensor fusion
Walk around the attractive-looking Akasa 737 Max, now one of forty-three, and you notice the nose of the aircraft bristling with sensors. It’s from where a vast majority of the data for the Autopilot is collected. Showing me around and explaining things is Captain Svetlana from Akasa. First up, the speed sensors – elbow-shaped pitot tubes that stick out at an angle. This tube helps measure the airflow and, hence, the speed of the aircraft. For accuracy, this speed data is correlated with the static port, mounted flush on the side of the aircraft, which measures the real atmospheric pressure at the height the aircraft is flying.
Then there’s the AOA or Angle Of Attack sensor that basically tells you how the air is hitting the wings or how much the wing is tilted into the oncoming airflow. This is essential to know just how much lift the wing is making and how close the aircraft is to stall.
Then, inside the nose cone, apart from the weather radar, are antennas for the localiser and glideslope. Both pick up radio beams sent from transmitters positioned near the runway. The localiser tells the aircraft how far left or right of the runway centreline it is, and the glideslope tells if the aircraft is too high or too low. Together, they give the aircraft a complete three-dimensional picture of the ideal path to the runway. They feed data to the Instrument Landing System (ILS) and are what lets a 737 Max line up and descend precisely even when visibility is poor.
Further back are a pair of TCAS antennas, one on the belly and one on the top. They listen for nearby transponders (that also help flightradar24 funtion) to keep the aircraft clear of traffic.
Capt. Svetlana and Capt. Sanaya help us get to grips with how the autopilot on the 737 Max functions.
Positioning is done with the help of a GPS antenna on the roof. Another system, known as the Inertial Reference System, uses laser gyroscopes bolted to the airframe to sense every turn the aircraft makes. It uses accelerometers that sense every change in speed. A computer fuses the two, continuously tracking exactly how far and in which direction it’s travelled from a known starting point, which is set by the pilots at the gate.
Road and track
Though this is a high-tech and complex system, functionality is slick and smooth.
Now swap the open skies for chaotic tarmac. Here, the Venue N Line’s ADAS Level 2 suite runs off far fewer sensors or data points. The difference, however, is that the car actually ‘sees’ what is ahead, correlating data from the radar and the high-resolution camera into a single picture. Sensor fusion is essential on both the 737 and the Venue. What’s different is that the reactions of the car have to be immediate, and that means Smart Sense on the Venue not only has to process gigabytes of data every second, it also has to be ready with, say, a braking solution in milliseconds, just in case that petulant biker cuts across the Venue’s nose.
One of the primary sensors is the radar. Located behind the black square plastic panel under the number plate up front, it acts as a measuring tape, constantly tracking the exact distance and closing speed of the car ahead. Similar to a fruit bat, the radar sends out bursts of high-frequency radio waves (or chirps) that vary between 10,000-50,000 bursts per second. Just as important is how quickly the data is processed and passed on, which provides enough sharpness and resolution to differentiate between shapes ahead. This data is used by the Forward Collision-Avoidance Assist (FCA) to stop the Venue often before human reflexes can even respond to danger. In addition, the system uses a pair of rear-mounted radars, ultrasonic sensors and parking and proximity cameras for a more secure 360-degree ‘picture’.
Captain Sanaya adjusts the heading knob in the sim, the aircraft reacts in real time without disengaging the system.
The other important data source is a high-resolution, high-speed camera at the top of the windshield. While its primary job is to look for lane markings and obstacles, it also works along with the radar up front, sharing the workload. The camera, for example, sees every detail but lacks depth perception (or 3D vision), and a radar tracks distance but cannot see the same amount of detail as the camera. The camera sends data via a special, automotive application-optimised CMOS sensor, similar to the one on your Sony mirrorless camera that also has a high dynamic range (for bright lights). Hyundai’s system can even detect faded lines with its edge-detection, texture-tracking, and colour-reading systems. Hyundai’s SmartSense also integrates Artificial Intelligence (AI) and Machine Learning. So, instead of using rigid “if-then” decision-making software, it uses embedded neural networking to interpret real-time sensor data.
Together, these systems form a nervous system that feeds into the car’s brain, which then nudges the steering, modulates throttle, or applies brakes. Unlike aviation, redundancy is limited. A sensor failure usually hands control back to the driver, who remains the ultimate fallback.
Steering wheels and yokes
Hit ‘A/P Engage’ on mode control panel to activate autopilot; course, speed, heading and altitude are also adjustable here.
Once behind the wheel of the Venue, engaging the ADAS is seamless. You need to be above 30kph and on a well-lined road. To engage the system, you have to zoom into the left spoke of the steering wheel. Here you find the four buttons that help activate and operate the system. The first activates the Smart Cruise Control, the second allows you to increase or decrease the speed you want to run at, the third helps you set the desired safe distance to the car ahead and the fourth activates Lane Keep Assist (LKA).
Tyre pressure essential here too.
Activating LKA for me comes first, and you do this when you are running in a lane on a well-marked road. You know the system is engaged when the green steering icon lights up on the instrument panel and the car icon shows it running between the lines. Then you engage the smart cruise control and set the speed you want to run at, stepping off the accelerator simultaneously. The display on the instrument cluster lights up with the speed set, and you also get a horizontal bar showing the distance to the car ahead; which can be adjusted by the button with the distance icon.
Unseen by the driver and passengers in the car, the camera immediately begins scanning lane markings, and radar modules measure the distance to the vehicle ahead. The steering wheel then nudges itself gently to follow curves, while the throttle and brakes modulate to maintain speed and distance. The system makes split‑second decisions to help keep you out of harm’s way.
We took the assistance of the full-fledged 737 Max simulator that pilots train on to help us understand the systems better.
Climbing into the Akasa Boeing 737 Max cockpit is an immediate sensory overload. Hundreds of buttons, switches, levers and dials just overwhelm you. They are ahead of you, to your left, your right, and even above. There are, in fact, so many switches, buttons and dials above, I have to duck-walk in. And I’m not exactly Joel Garner or Kareem Abdul-Jabbar. Once seated, I slide the seat to the left and forward by depressing a lever, no powered seats here. And forget about comparing screen size, this is a proper ‘glass cockpit’ with wall-to-wall screens. My feet rest on the pedals that work the rudder in the tail, and ahead of me is Boeing’s famous yoke; unlike a regular joystick, you bank by turning the semi-circular bit of the ‘wheel’.
In contrast to our chaotic driving environment, the autopilot in the 737 Max operates on different principles. The environment is structured and regulated. There are no sudden jaywalkers or rogue bikers at thirty‑five thousand feet. So, unlike the Venue, the 737 doesn’t use optical cameras to see where it’s going. It doesn’t need to look for lanes or lines at 800kph. Instead, it relies on a combination of GPS, Inertial Reference Systems, antennas and sensors in the aircraft’s nose and cheek to get a fix on the exact heading, speed and altitude.
Driver’s display shows detailed ADAS information.
After taking a good look at the real cockpit and understanding some of the controls that help initiate the autopilot sequence, we shift to a full-scale moving platform simulator used to train airline pilots around the world. The cockpit is identical, down to the last detail, and here we have Captain Sanaya Chothia to help us conduct a simulated flight. Can’t help noticing, the 737 also has a tyre pressure monitor; of course, it does.
First up, a full-bore take off in the sim, Capt. Sanaya working the rudder pedals to keep the aircraft running down the centre line. Wow, this feels real, the sound, the visuals, the motion all combined. What a thing! After climbing out, we take a quick look at the sequence used to initiate the autopilot, most of the steps done on the long horizontal panel that sits between the pilots, directly in their line of vision. The first step involves checking if the auto throttle is engaged, and then all the pilot needs to do is press a single button on the autopilot panel. Unlike ADAS, the route the aircraft has to take is already pre-programmed into the navigation computer, a fairly long and detailed process. The speed, the height, the course, the heading, everything. And the autopilot just follows this.
The buttons that initiate ADAS are all placed here.
Once the system is initiated, the throttles move on their own, adjusting thrust; the yoke makes deliberate corrections and the screens display the aircraft banking smoothly along its GPS track. As the flight progresses, pilots can keep the aircraft on autopilot and make plenty of alterations to the route, either to avoid weather, get a more direct route or as directed by Air Traffic Control. There are knobs on the panel to alter course, speed, heading and altitude, with even the rate of descent and ascent adjustable.
We even execute an autoland, where the aircraft lands itself. The Instrument Landing System frequency is first inputted into the Multi-Mode navigation panel, the final approach course is set for the runway on the Mode Control or autopilot panel (272 for runway 27 in this case), and then the APP or approach mode is selected once the aircraft is positioned correctly. Doing this arms the localiser and glideslope systems that, as we’ve mentioned earlier, have their sensors in the nose cone. Seeing the aircraft adjust, manoeuvre, manage its path, height and distance, and land itself is an eye-opener. What an incredible piece of technology!
Level 2 ADAS on the Hyundai Venue N Line integrates data from all its sensors for a smooth, seamless drive.
What’s fascinating is that both systems have boundaries. In aviation, autopilot is trusted to fly for hours, even land. Pilots monitor, manage and intervene when necessary, but the system is designed to shoulder the bulk of the workload. Take offs, however, are always manual. In cars, ADAS is an assistant with a much narrower scope. It reduces fatigue, takes a load off the driver and adds a safety net, but ultimately the driver is always on call at short notice and is the one in control.
Sharing the workload
Modern aircraft like this Akasa 737 Max can get onto autopilot soon after take off.
Similar in execution but very different in how they function, ADAS and Autopilot both overlap but also exist in isolation. One is designed to keep you from bumping into a hatchback on the Western Express Highway, while the other is designed to guide an 80-tonne metal tube across oceans. Both are glimpses into a future where machines will shoulder more of the burden of control and blow us away with the technology on offer. But for now, if you step into an aircraft, know that while autopilot may be doing a bulk of the flying, a pilot is always watching, and when you engage ADAS to ease your commute, keep your eyes on the road, your hands on the wheel.
October marks the onset of the festive season in India, which means manufacturers line up a barrage of new car launches and debuts for prospective buyers to consider. It’s no different this year, with October 2026 looking quite stacked with fresh launches and debuts, especially during the first half of the month. Let’s delve into every new car that will either go on sale or debut in India next month.
Mercedes-Benz Maybach S-Class facelift
Launch: 5 October
Following the launch of the 2026 S-Class facelift back in June, Mercedes-Benz India will bring the sedan’s longer and more luxurious Maybach derivative in October. Compared to its standard version, the Maybach S-Class facelift continues to be 180mm longer, but carries styling differentiators like a vertically-slatted grille adorned with a ‘Maybach’ wordmark, mildly revised bumpers, bespoke wheel designs, lots of Maybach logos peppered across the bodywork, and the signature dual-tone exterior finish.
Inside, the Maybach prominently retains the standard S-Class’s Superscreen setup, comprising a 12.3-inch digital driver’s display, a 14.4-inch central touchscreen, and a 12.3-inch passenger display. New upholstery choices include extended leather and a leather-free vegan option. The rear seats remain largely unchanged, offering up to 43 degrees of recline, along with heating, ventilation, and massage functions. Globally, the Maybach S-Class can be had with either a 4.0-litre twin-turbo mild-hybrid V8 (S 580), a 4.0-litre twin-turbo V8 plug-in hybrid (S 580e), or a 612hp 6.0-litre twin-turbo V12 (S 680). Mercedes-Benz India is likely to offer the updated Maybach S-Class in S 580 or S 580e spec.
Honda Elevate facelift
Launch: 6 October
Current Honda Elevate. Image used for representation only.
Following in the footsteps of the 2026 City facelift, Honda will launch an updated version of the Elevate SUV in October. Expect the Elevate facelift to sport revised styling cues, including the headlamps, tail-lamps, bumpers, grille, and wheels. The interior is anticipated to see changes like a larger infotainment touchscreen and revised colour schemes, along with feature upgrades like ventilated front seats, a 360-degree camera, ambient lighting, and more.
Current Honda Elevate interior. Image used for representation only.
The facelifted Elevate is likely to retain the current model’s 121hp 1.5-litre four-cylinder naturally aspirated petrol engine, and its 6-speed manual and CVT automatic gearbox options. It remains to be seen if Honda will additionally offer the Elevate facelift with the City e:HEV’s 126hp 1.5-litre four-cylinder petrol-hybrid powertrain, which is solely mated to an e-CVT automatic. A strong hybrid version of the Elevate would allow it to compete directly with established hybrid midsize SUVs like the Maruti Grand Vitara, Victoris, and Toyota Hyryder, as well as the upcoming Renault Duster hybrid – also slated for launch next month.
Skoda Slavia facelift
Launch: 6 October
Having debuted back in August, the facelifted Skoda Slavia’s prices will be announced next month. The Slavia facelift brings a host of exterior tweaks, like new DRL signatures for the headlamps, an updated grille, redesigned bumpers, and fresh alloy wheels. Not much has changed on the inside, but there are new colour schemes on offer. Skoda has also added features like a 360-degree camera, a massage function for the outboard rear seats, a larger 10.25-inch digital driver’s display, a Google-based AI assistant, an upgraded variable-geometry AC compressor, and front parking sensors.
Under the bonnet, the Slavia facelift retains its 115hp 1.0-litre three-cylinder direct-injection turbo-petrol and 150hp 1.5-litre four-cylinder direct-injection turbo-petrol engines. The big change here is that the 6-speed torque converter automatic that was previously available for the 1.0 TSI has been swapped with an 8-speed unit, which should deliver better fuel efficiency on the highway. A 6-speed manual gearbox is also available for the 1.0 TSI, whereas the 1.5 TSI continues to be paired exclusively with a 7-speed dual-clutch automatic. The 1.5 TSI will be offered with rear disc brakes too – a much-requested upgrade.
Volvo ES90
Launch: 12 October
Volvo will return to the luxury sedan space next month with the launch of the all-electric ES90. It’s based on Volvo’s 800V SPA2 platform, and is likely to be offered with a 106kWh battery, dual-motor AWD setup in India. Combined output is pegged at 456hp and 670Nm, which is good for a claimed 0-100kph time of 5.3 seconds. As for WLTP range, the ES90 is rated at 696km, and the sedan can charge at up to 350kW DC, taking 22 minutes for a 10-80 percent top-up.
On the outside, the ES90 looks sleek and quietly aggressive, with T-shaped LED headlamps, vertically oriented front fog lamps, clean panelling, and C-shaped tail-lamps. Moreover, it has a drag coefficient of 0.25, making it the most aerodynamic Volvo car yet. Inside, the ES90 packs a 14.5-inch Google-based portrait touchscreen, a floating centre console, a three-spoke steering wheel, a slim 9-inch digital driver’s display, a 13.2-inch head-up display, a panoramic glass roof, four-zone climate control, powered front seats, Level 3 ADAS, and a Bose sound system.
Volvo EX90
Launch: 12 October
Alongside the ES90, Volvo will launch its SUV counterpart, the EX90. The electric SUV is also based on the SPA2 platform and is expected to offer the same 106kWh dual-motor AWD powertrain. Owing to its higher-riding stance, the EX90’s WLTP range is slightly lower at 625km, but the SUV impressively claims the same 5.3sec 0-100kph time.
Even in terms of exterior design, the core elements are quite similar between the EX90 and ES90. The same holds true for the interior and equipment list as well, with the only major difference being that the EX90 can seat up to six occupants and gets second-row captain’s chairs.
Toyota Glanza facelift
Debut: 14 October
Current Toyota Glanza. Image used for representation only.
Just a month after the launch of the Baleno facelift, the updated form of its Toyota-badged counterpart, the Glanza, will be revealed. The Glanza facelift is likely to feature styling revisions similar to those of the updated Baleno, like a larger grille, redesigned bumpers, and new alloy wheel designs. Inside, the Toyota hatchback’s dashboard layout is expected to be largely unchanged, save for fresh seat upholstery. New creature comforts are likely to include Level 2 ADAS, a wireless charging pad, and ventilated front seats.
Current Toyota Glanza interior. Image used for representation only.
Under the bonnet, the Glanza facelift is anticipated to mirror the Baleno in dropping its current 90hp 1.2-litre four-cylinder K12N petrol engine in favour of the 83hp 1.2-litre three-cylinder Z12E mill. Like in the Baleno facelift, this engine is expected to be offered with either a 5-speed manual or 5-speed AMT in the updated Glanza, along with a 70hp CNG option.
Third-gen Audi Q3
Launch: 16 October
Audi India will launch the latest generation of its entry-level SUV, the Q3, next month. The India-spec third-gen Q3 was unveiled back in August, and will continue to rival the BMW X1 and Mercedes-Benz GLA. On the outside, the new Q3 is larger than its predecessor in every dimension and bears a sharper design language, which includes split LED headlamps, a wide grille, 18-inch alloy wheels, and a rear light bar with an illuminated Audi emblem.
The interior of the third-gen Q3 is more modern and feature-loaded too, offering a 12.8-inch touchscreen, an 11.9-inch digital driver’s display, a new squircle-shaped four-spoke steering wheel, ambient lighting, a Sonos sound system, a panoramic sunroof, ambient lighting, a 360-degree camera, dual-zone climate control, among others. Under the bonnet, the Q3 continues to get a 204hp 2.0-litre four-cylinder direct-injection turbo-petrol engine, mated to a 7-speed dual-clutch automatic and Audi’s Quattro AWD system. 0-100kph comes up in a claimed 7.1 seconds, and the top speed is rated at 229kph.
Renault Duster hybrid
Launch: 17 October
Since its launch earlier this year, the Renault Duster has been available with a couple of turbo-petrol engines only, but that will change come October 17. Renault will bolster the Duster’s line-up with a strong hybrid powertrain dubbed the E-Tech 160. It pairs a 1.8-litre four-cylinder naturally aspirated petrol engine with two electric motors and a 1.4kWh battery pack, developing a combined 160hp and 172Nm.
This setup will be paired with a segment-first 8-speed dedicated hybrid transmission (DHT) that uses fixed gear ratios, unlike the e-CVTs seen in hybrid SUV rivals like the Grand Vitara, Victoris, and Hyryder. The DHT should therefore enable a more natural driving feel to the Duster hybrid. Thanks to its 1.4kWh battery, the E-Tech 160 is also claimed to deliver 80 percent of urban driving in all-electric mode, which should help the Duster hybrid achieve great fuel efficiency.
Hyundai Bayon
Launch: Mid to late October
Hyundai’s second midsize SUV for India, the Bayon, is expected to be fully revealed and launched next month – bookings commenced on 23 September. The Bayon will slot between the Venue and Creta, offering the latter’s 1.5-litre naturally aspirated engine in petrol and CNG guises. Gearbox options are likely to include a 6-speed manual and CVT automatic. On the outside, the Bayon will feature Hyundai’s ‘Art of Steel’ design language, with styling cues like L-shaped front and rear LEDs, rakish proportions, an upward-sloping window line, and more. It’s also expected to be the first Hyundai car to come with an underbody CNG tank.
The interior of the Bayon is likely to offer a curved dual-screen setup, a three-spoke steering wheel bearing Hyundai’s four-dot motif, and a vertically oriented centre console – the dashboard layout will resemble that of the fourth-gen i20, which was revealed for the Brazilian market a few months ago.
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.
The Hyundai Ioniq 5 has been one of the standout EVs of recent years, so much so that we crowned it our 2024 Car of the Year. Back then, besides being one of the most impressive electric cars on sale, it was also among the most affordable in its segment. And when compared with rivals like the BYD Sealion 7 and BMW iX1, the Ioniq 5 came out on top thanks to its comfort, practicality and value.
Fast forward to 2026, and the landscape has changed. Hyundai has updated the Ioniq 5, and the biggest talking point is its larger 84kWh battery. But in the process, this value-focused EV has become one of the most expensive options available.
Tesla, meanwhile, has dropped prices. The Model Y now starts at just under Rs 51 lakh, undercutting the Ioniq 5 and transforming itself from one of the pricier alternatives into the more affordable option. With the pricing hierarchy flipped, this comparison has become more interesting than ever.
Tesla Model Y vs Hyundai Ioniq 5: Exterior design
The Tesla Model Y is the larger vehicle overall, although the Hyundai counters with a longer wheelbase. Neither car follows a traditional SUV or sedan template, with muscular proportions and aggressive styling, but the Ioniq 5 stands out with its retro-futuristic design language, blending hatchback and crossover cues into a shape that is both distinctive and characterful. That said, its styling will continue to divide opinion.
The Tesla, by comparison, plays it a little safer. It too wears a crossover body style, but with a minimalist design that is unlikely to offend anyone. Frameless windows and a unique tail-lamp treatment with a hidden light bar add some flair to its otherwise fuss-free styling.
It’s worth noting that Tesla lists ground clearance at 167mm (unladen), while the Ioniq’s figure is specified as laden, coming in at 163mm. In the real world, the Tesla occasionally scrapes over unusually large speed breakers, while the Hyundai clears most of them despite its longer wheelbase.
Tesla Model Y vs Hyundai Ioniq 5: Interior and features
Takes minimalism to a whole different level, with merely a handful of physical controls. Lack of design elements, vegan materials don’t feel special.
Tesla’s non-motorised flush door handles remain a usability frustration, requiring an awkward push-and-pull action to operate. On the inside, the Model Y’s cabin embraces minimalism to an even greater extent. Even the air vents are hidden. The lack of design elements looks clean, but this and the choice of materials diminish the sense of occasion one expects at this price point.
All functions are relegated to its slick screen.
Taking centre stage, quite literally, is a massive touchscreen. Nearly every function is controlled via the screen, including controls for the frunk, tailgate, glovebox, climate control, seats and steering, and mirror adjustments, among many others. This over-reliance on the touchscreen is daunting at first, but Tesla’s software experience is exceptional. The interface remains the benchmark for responsiveness, fluidity and overall usability.
The steering wheel features multi-function controls that take some time to get accustomed to. The high-beam flasher is integrated into the steering wheel too. Thankfully, the indicators and power-window switches remain physical controls. The lack of buttons might seem futuristic, but it often feels as though technology has taken precedence over usability. There are two charging pads, and below them sits an unusually bulky centre console that robs the cabin of some of its sense of space. Hampering usability further is the exceptionally deep storage area, which requires you to stretch to reach items placed inside.
Albeit a bit low-set, this space feels airy thanks to its low window line.
The front seats look simple and are surprisingly comfortable, with heating and ventilation functions. The rear seat is equally comfortable, although the seating position is somewhat low, resulting in a knees-up posture. What’s nice is that the backrest reclines to a comfortable angle. Rear-seat passengers are also treated to a dedicated touchscreen capable of controlling climate functions, streaming content and even gaming.
Rear screen for controls, games and videos.
One major drawback is that the sunroof still lacks a dedicated sunshade, causing the cabin to heat up considerably under the afternoon sun. The rear windows also miss out on sunshades.
More suited to our conditions, the black interiors are well-finished. It gets full marks as far as storage, ergonomics and usability goes.
The Ioniq 5’s interior takes a more balanced, user-friendly approach. Not only does it get motorised pop-out door handles, but its cabin also combines touch-sensitive controls with physical buttons and knobs, creating an environment that feels intuitive from the moment you step in.
Thankfully, it retains physical controls.
Material quality is impressive, and where the Hyundai truly excels is in comfort and practicality. Storage areas are thoughtfully integrated throughout the cabin, and the sense of space is outstanding, making the Ioniq 5 particularly easy to live with.
Slide, recline, boss function and sunshades mean a better rear experience.
The front seats are broader and more comfortable, with extensive adjustment, including an ottoman-style leg support. Both front seats can be set up in a ‘zero-gravity’ position, where your back is reclined and legs lifted on the ottoman, making it very comfy. Plus, you can have the seats cooled or heated too, which adds to the relaxing experience. Rear-seat comfort is equally impressive, thanks to a bench that both slides and reclines. While it doesn’t get a dedicated rear screen like the Tesla, it does offer window sunshades and a 3-pin socket to power larger electronic devices.
Along with a larger boot, the Tesla gets substantial underfloor storage.
The Tesla regains some lost ground when it comes to luggage-carrying capacity. Its front luggage compartment is broader and deeper than the Ioniq’s, and its boot is more spacious too. Additionally, it offers even more storage space beneath the boot floor. The Ioniq 5, on the other hand, not only falls a bit short in outright boot capacity, but also has a relatively higher loading lip, making it slightly more challenging to load heavy luggage.
The Model Y has a deeper and wider front-loading area than the Hyundai.
Tesla Model Y vs Hyundai Ioniq 5: Powertrain and performance
Hyundai has increased the battery size from 72.6kWh to 84kWh (gross capacity) while continuing to use Nickel Manganese Cobalt (NMC) cell chemistry. This feeds a 229hp/350Nm rear-mounted motor, which is 12hp more than before. However, the larger battery has pushed kerb weight up to 2,165kg, which is 150kg more than the outgoing version.
In contrast, the Model Y uses a 64kWh (gross capacity) battery with Lithium Ferrous Phosphate (LFP) cell chemistry, powering a 299hp/420Nm rear-mounted electric motor. While it is significantly more powerful, the Tesla is also 162kg lighter. As a result, its performance feels considerably stronger. It feels quicker off the line, accelerates harder and responds more eagerly to throttle inputs than the Hyundai.
Tesla keeps things simple with just two drive modes: Standard and Chill, the latter serving as an economy setting. Impressively, Chill mode remains highly usable and, despite being toned down, still accelerates as strongly as the Hyundai in its sportiest setting.
Tesla Model Y vs Hyundai Ioniq 5: Acceleration test (in seconds)
Tesla Model Y
Hyundai Ioniq 5
20kph
1.29
1.31
40kph
2.33
2.66
60kph
3.48
4.05
80kph
4.69
5.71
100kph
6.19
7.97
120kph
8.23
10.83
140kph
10.78
14.63
160kph
14
20.27
To put its performance into perspective, the Model Y accelerates from 0-100kph in just 6.19 seconds in Standard mode and reaches its 203kph top speed in roughly 25 seconds. Even in Chill mode, it completes the 0-100kph run in a respectable 8.25 seconds, just 0.28 seconds slower than the Ioniq 5. More interestingly, the Tesla reaches 160kph in 18.58 seconds, making it 1.6 seconds quicker to the mark.
Tesla Model Y vs Hyundai Ioniq 5: Regenerative braking distance (80-20kph)
Tesla Model Y
Hyundai Ioniq 5
Strongest
116.71m (Standard)
136.45m (i-Pedal)
Weakest
223.55m (Reduced)
391.50m (Level 1)
In the Model Y, regenerative braking has just two modes – Standard and Reduced – and the retardation is seamless, though quite strong when you lift off the accelerator. Notably, Standard mode generates stronger deceleration than the Ioniq 5 in its most aggressive single-pedal setting. And while both cars support true one-pedal driving, the Tesla’s implementation feels more natural and intuitive. The Ioniq, though, with its multiple levels, can be set up to have retardation feel more ICE-like and thus very familiar.
Turning our attention to the Hyundai Ioniq 5, it may not dominate traffic-light drag races, but the good news is that power delivery is exceptionally smooth, and the overall driving experience feels highly refined. It offers multiple drive modes that alter part-throttle responses, steering feel and brake-pedal feel, although outright acceleration remains largely unchanged between them.
In general, the Ioniq 5’s cabin feels slightly more hushed than the Model Y’s, with a quieter motor and lower levels of road and tyre noise. Notably, though, the Tesla’s frontal sound insulation is exceptional – from inside the cabin, you would swear its horn is rather meek, but we assure you, that isn’t the case.
Tesla Model Y vs Hyundai Ioniq 5: Ride and handling
The Model Y is quicker, but the Ioniq 5 betters it on range and fast-charging speed.
On the move, the Model Y inspires confidence. High-speed stability is excellent, and it changes direction with greater eagerness compared to the Ioniq. The small-diameter steering wheel offers different weight settings, but even its lightest mode feels substantial; it isn’t that light, one-finger-twirl setup and does come across as heavy. Ride comfort also doesn’t feel particularly plush. The suspension is quite firm and thuds noticeably over potholes and broken surfaces, making it less suited to rough Indian roads.
The Ioniq 5 takes a different approach. It feels far more comfortable and user-friendly, thanks to lighter steering and a softer suspension that, despite its 20-inch alloy wheels, absorbs road imperfections with much greater composure than the Tesla. The result is a more relaxed and comfortable driving experience. Sure, it doesn’t feel as sporty while changing direction and can feel a touch floaty at higher speeds, but that is a compromise many buyers will gladly accept for its low-speed pliancy and overall comfort.
Tesla Model Y vs Hyundai Ioniq 5: Range and efficiency
For our real-world range test, we ran the Hyundai Ioniq 5 in Eco mode and the Model Y in Chill mode, with the former’s regenerative braking set to Level 2 in the city and Level 1 on the highway, and the latter’s set to Standard in the city and Reduced on the highway.
As far as efficiency goes, the Ioniq 5 was more efficient in the city, delivering 6.22km/kWh, while the Model Y managed 5.84km/kWh. On the highway, the Tesla’s superior aerodynamics yielded 6.52km/kWh, whereas the Ioniq 5 managed 5.71km/kWh. However, thanks to Hyundai’s substantially larger battery, its overall average range extrapolates to 501km, comfortably ahead of the Tesla’s 371km.
Tesla Model Y vs Hyundai Ioniq 5: Real-world range and efficiency
Tesla Model Y
Hyundai Ioniq 5
Claimed range
500km
690km
City range
350km
523km
City efficiency
5.84km/kWh
6.22km/kWh
Highway range
391km
479km
Highway efficiency
6.52km/kWh
5.71km/kWh
Average range
371km
501km
Average efficiency
6.18km/kWh
5.96km/kWh
As for charging performance, we plugged the Model Y into a 250kW Tesla Supercharger, where it achieved peak charging speeds of 183kW. However, the Model Y does not sustain such high speeds for long, and its 60kWh battery is charged from 20-80 percent SoC in 23 minutes. From there, it took an additional 30 minutes to reach a full charge.
The Hyundai Ioniq 5 performs even better. Connected to a 360kW DC fast charger, its 800V electrical architecture enabled it to consistently maintain higher average charging speeds, peaking at 251kW. As a result, its 84kWh battery charged from 20-80 percent SoC in just 16 minutes. Like the Tesla, however, it required an additional 33 minutes to charge from 80 percent to full.
Tesla Model Y vs Hyundai Ioniq 5: Verdict
The Ioniq 5 no longer offers the value it once did. The Model Y, however, does.
The Tesla Model Y makes a compelling case for itself. It is quicker, more technologically advanced and backed by software that remains among the best in the automotive world. Crucially, it is now the more affordable option, making it a very tempting proposition. However, its over-reliance on the touchscreen, heavy steering, a firm low-speed ride and limited range due to the smaller battery count against it.
In comparison, the Hyundai Ioniq 5 remains the more rounded package. Its superior ride comfort, more intuitive cabin, significantly longer real-world range and impressive charging performance give it a clear edge where it matters most. More importantly, it feels better adapted to Indian roads and daily usage, thanks to its lighter steering and more comfortable ride.
At current prices, though, the Hyundai no longer holds the value card, nor does the brand command the same equity or snob value as some similarly priced rivals. But judged purely on its merits, the Hyundai Ioniq 5 continues to be the best all-round EV at this price point and thus gets our vote.
Tata has launched the Aeris as the facelifted version of the Tigor, priced from Rs 5.29 lakh to Rs 9.74 lakh (ex-showroom). It features a sleeker exterior with new LED lighting elements and redesigned bumpers, while the cabin gets a revamped dashboard and fresh features. Here’s a look at how the new Aeris compares with the outgoing Tigor, including the key similarities and differences.
Tata Aeris vs Tigor: Exterior design
Gets a more aggressive face with sleeker headlights and fog lamps
The Tata Aeris features a more aggressive design inspired by the Tiago hatchback, much like the pre-facelift versions of both Tata models. It gets sleeker LED headlights with eyebrow-shaped DRLs, along with a slimmer and simpler grille that does away with the chrome trims seen on the Tigor. The bumper has also been redesigned with larger air intakes and sleeker LED fog lamps, giving it a more minimal look compared with the Tigor’s circular halogen units.
Aeris gets redesigned alloy wheels and new badges on front doors
In profile, the Tata Aeris remains largely unchanged from the Tigor, with the only notable updates being the redesigned 15-inch alloy wheels and new Aeris badges on the front doors. Both sedans feature black outside rearview mirrors (ORVMs), chrome door handles and a chrome strip along the window line.
Sleeker LED taillights and a simpler bumper are offered with the Aeris
The Aeris retains the Tigor’s coupe-like tapering roofline, but gets a few updates that give it a more modern look. These include sleeker LED taillights connected by a red plastic trim and a revised bumper with a centrally positioned reverse parking light. The high-mounted stop lamp continues to span the width of the rear windscreen.
Tata Aeris vs Tigor: Interior design and features
Gets a new cabin theme and a minimalistic dashboard
The Tata Aeris gets a new cabin theme with a more minimalistic dashboard design. It continues with the free-standing 10.25-inch touchscreen infotainment system, but now features a new free-standing semi-digital driver’s display. The 2-spoke steering wheel is carried over, but now gets a non-illuminated Tata logo on the horn pad.
The climate control panel remains unchanged from the Tigor, while the centre console has been redesigned to accommodate two smartphones, with one slot incorporating a wireless charging pad. The door armrests have also been revised, while the individual centre armrests have been replaced by a chunkier single unit with storage space underneath. On AMT variants, a rotary drive selector replaces the traditional gear selector stalk.
New features make the Aeris a more modern offering
The seats in the Tata Aeris get revised cushions and leatherette upholstery, while the front seats are now ventilated. However, the 6-speaker sound system is a downgrade from the Tigor’s 8-speaker unit. Other features, including automatic climate control, wireless Android Auto and Apple CarPlay, a cooled glovebox and rear AC vents, continue to be offered.
In terms of safety, the Aeris gets six airbags as standard, compared with the Tigor’s standard dual-airbag setup. Its 360-degree camera can also be used as a dashcam, while hill hold assist, ISOFIX child-seat anchorages and rear parking sensors are carried over from the Tigor.
Tata Aeris vs Tigor: Powertrain options
No changes have been made to the powertrain department
There are no changes to the powertrain, with the Tata Aeris continuing with the 1.2-litre, 3-cylinder naturally aspirated engine, available with either petrol or CNG. The petrol version produces 86hp and 113Nm, while the CNG version makes 76hp and 97Nm. Both powertrain options are paired with either a 5-speed manual or a 5-speed AMT.
As before, the CNG version gets two cylinders mounted inside the boot, reducing boot space to 227 litres, which is 192 litres less than the petrol version.
The Tata Aeris is priced from Rs 5.29 lakh to Rs 9.74 lakh, compared to the older Tigor’s Rs 5.70 lakh to Rs 9.10 lakh range. The Aeris locks horns with the Maruti Dzire, Honda Amaze and Hyundai Aura.
Maruti has added an AMT option to the CNG-powered Baleno, priced from Rs 8.32 lakh (ex-showroom). The new powertrain is available in the Delta and Zeta trims, just like the existing CNG-manual configuration. It uses the same 70hp, 1.2-litre engine but offers slightly higher claimed fuel efficiency than the CNG-MT version.
Offers a claimed fuel efficiency of 34.47km per kg
CNG tank is placed inside the boot; continues to offer a spare wheel
Maruti Baleno CNG-AMT powertrain: More details
New CNG-AMT is more fuel-efficient than the CNG-MT powertrain
The Maruti Baleno’s new CNG-AMT powertrain uses the Z12E 1.2-litre, three-cylinder engine paired with a 5-speed automated manual transmission (AMT). It produces 70hp and 102Nm, the same output as the petrol-MT configuration. The CNG-AMT has a claimed fuel efficiency of 34.47km per kg, which is 0.86kpl higher than the CNG-MT version.
No underbody CNG tank; CNG tank and spare wheel placed inside the boot
However, Maruti has not equipped the Baleno with the underbody CNG tank that debuted with the Victoris last year and was recently spotted in a Wagon R facelift test mule. Instead, the CNG tank is housed inside the boot, along with the spare wheel, leaving negligible boot space in the premium hatchback. In its segment, the Tata Altroz is the only other car to offer a CNG-AMT powertrain. It uses twin CNG cylinders housed in the boot, leaving 210 litres of luggage space.
Everything else on the Baleno CNG-AMT, including a retuned suspension from the petrol version, is the same as the CNG-MT variants.
The Tata Punch was India’s best-selling car in August 2026, with 21,320 units sold, ahead of the Maruti Suzuki Wagon R and Swift. The top 10 models together recorded 1,83,037 units, up from 1,37,334 units in August 2025. Nine of the 10 models recorded year-on-year growth, with Maruti Suzuki accounting for six models in the list.
The year-on-year increase came against a lower base in August 2025, when buyers deferred purchases and manufacturers moderated dealer dispatches amid expectations of GST changes announced that month.
Rank
Model
August 2026 sales (units)
August 2025 sales (units)
YoY growth (percent)
1
Tata Punch
21,320
10,704
99
2
Maruti Suzuki Wagon R
20,180
14,552
39
3
Maruti Suzuki Swift
19,832
12,385
60
4
Maruti Suzuki Fronx
18,730
12,422
51
5
Maruti Suzuki Ertiga
18,516
18,445
0
6
Tata Nexon
18,431
14,004
32
7
Maruti Suzuki Dzire
18,418
16,509
12
8
Hyundai Creta
16,288
15,924
2
9
Maruti Suzuki Baleno
15,746
12,549
25
10
Mahindra Scorpio
15,576
9,840
58
Total
1,83,037
1,37,334
33
1. Tata Punch
Sales: 21,320 units
The Tata Punch topped the August 2026 sales rankings with 21,320 units, almost double the 10,704 units sold in August 2025. Its sales increased 99 percent year on year, the highest growth among the 10 models.
Tata’s smallest SUV is offered with multiple powertrain options, while its compact dimensions and ride and handling balance remain key strengths. The Punch rivals the Hyundai Exter and Citroen C3 and is priced from Rs 5.75 lakh to Rs 10.77 lakh.
2. Maruti Suzuki Wagon R
Sales: 20,180 units
The Maruti Suzuki Wagon R finished second in August 2026 with 20,180 units, up from 14,552 units in August 2025. Its sales increased 39 percent year on year, putting it 1,140 units behind the Tata Punch.
Its spacious cabin, ease of driving and low running costs remain key strengths, although its light build and limited highway ability are drawbacks. The Wagon R rivals the Tata Tiago and Citroen C3 and is priced between Rs 4.99 lakh and Rs 7.24 lakh.
3. Maruti Suzuki Swift
Sales: 19,832 units
The Maruti Swift ranked third in August 2026 with 19,832 units, compared with 12,385 units in August 2025. Its sales increased 60 percent year on year, leaving it 348 units behind the Wagon R.
Its high fuel efficiency, light controls and easy-to-drive nature continue to support demand, although the top variants are priced close to the more premium Baleno. The Swift rivals the Hyundai Grand i10 Nios and Tata Tiago and is priced between Rs 5.84 lakh and Rs 8.74 lakh.
4. Maruti Suzuki Fronx
Sales: 18,730 units
The Maruti Suzuki Fronx was fourth in August 2026 with 18,730 units, compared with 12,422 units in August 2025. Its sales increased 51 percent year on year, leaving it 1,102 units behind the Swift.
The Fronx’s crossover styling, comfortable cabin and fuel-efficient powertrains continue to support demand, although it lacks some popular features. It rivals the Nissan Magnite and Renault Kiger and is priced between Rs 6.85 lakh and Rs 11.84 lakh.
5. Maruti Suzuki Ertiga
Sales: 18,516 units
The Maruti Suzuki Ertiga finished fifth in August 2026 with 18,516 units, almost unchanged from the 18,445 units sold in August 2025. Its sales were effectively flat year on year.
The Ertiga continues to hold the title of India’s highest-selling MPV. Its practical cabin, strong fuel efficiency and value-for-money positioning attract both private and fleet buyers, although it misses out on some features offered by rivals. It is priced from Rs 8.90 lakh to Rs 13.04 lakh and rivals the Kia Carens and Toyota Rumion.
6. Tata Nexon
Sales: 18,431 units
The Tata Nexon, including the ICE and EV versions, recorded 18,431 units in August 2026, up from 14,004 units in August 2025. Its sales increased 32 percent year on year, making it the sixth best-selling model in the month.
The Nexon is offered with petrol, diesel, CNG and EV powertrain options, along with a feature-rich cabin. However, its fit and finish are not as polished as some rivals. It competes with the Maruti Suzuki Brezza, Hyundai Venue, Kia Sonet and Mahindra XUV 3XO and is priced from Rs 7.40 lakh to Rs 14.52 lakh.
7. Maruti Suzuki Dzire
Sales: 18,418 units
The Maruti Dzire was seventh in August 2026 with 18,418 units, compared with 16,509 units in August 2025. Its sales increased 12 percent year on year, with the Dzire being the only sedan in the top 10.
Strong fleet demand, fuel efficiency and a well-balanced ride and handling setup continue to support the compact sedan’s volumes. The Dzire rivals the Hyundai Aura, Honda Amaze and Tata Tigor and is priced between Rs 6.31 lakh and Rs 9.41 lakh.
8. Hyundai Creta
Sales: 16,288 units
The Hyundai Creta finished eighth in August 2026 with 16,288 units, up from 15,924 units in August 2025. Its sales increased 2 percent year on year, making it the only Hyundai model in the top 10.
A roomy cabin and long feature list continue to attract buyers, although the top variants are expensive and some interior plastics could be better. The Creta rivals the Kia Seltos, Maruti Suzuki Grand Vitara, Toyota Urban Cruiser Hyryder, Honda Elevate and Tata Sierra. It is priced between Rs 10.91 lakh and Rs 20.11 lakh.
9. Maruti Suzuki Baleno
Sales: 15,746 units
The Maruti Suzuki Baleno ranked ninth in August 2026 with 15,746 units, compared with 12,549 units in August 2025. Its sales increased 25 percent year on year, making it the third Maruti Suzuki hatchback in the top 10.
The premium hatchback has recently received a facelift and rivals the Hyundai i20, Tata Altroz and Toyota Glanza. The Baleno is priced between Rs 5.99 lakh and Rs 9.99 lakh.
10. Mahindra Scorpio
Sales: 15,576 units
The Mahindra Scorpio, comprising the Scorpio N and Scorpio Classic, completed the August 2026 top 10 with 15,576 units, up from 9,840 units in August 2025. Its sales increased 58 percent year on year, the third-highest growth rate among the top 10 models.
The Scorpio nameplate remains popular for its strong engines, rugged character and off-road ability. However, the third-row seating is cramped and the luggage area is not particularly practical. The Scorpio N rivals the Tata Safari, Hyundai Alcazar and Mahindra XUV 7XO and is priced from Rs 13.69 lakh to Rs 25.49 lakh.
Renault India is offering substantial benefits across its portfolio in September 2026. For the first time, the latest-gen Duster is available with attractive benefits. Additionally, the French carmaker is offering cash discounts, exchange or scrappage benefits, loyalty schemes and a corporate or rural offer on its line-up.
Disclaimer: Offers/benefits may vary by city and are subject to stock availability. Buyers are advised to check with their local dealer for exact figures. Customers can also check out Renault India’s official website for further details.
Renault Duster offers in September 2026
Benefits of up to Rs 1.8 lakh
Select variants of the Duster SUV are available with benefits of up to Rs 1.8 lakh. These include a cash discount of up to Rs 30,000 and an exchange or scrappage bonus of up to Rs 50,000. Upgrading from a Renault car gets customers a loyalty benefit of Rs 10,000, but buyers upgrading from an older iteration of the Duster get a loyalty benefit of Rs 1 lakh. The Renault midsize SUV has a price range of Rs 10.49 lakh to Rs 18.49 lakh.
Renault Kiger offers in September 2026
Benefits of up to Rs 85,000
The Renault Kiger gets benefits of up to Rs 85,000 depending on the variant. These include a cash discount of up to Rs 30,000, a loyalty benefit of up to Rs 25,000 and an exchange or scrappage bonus of up to Rs 25,000. There’s also a corporate or rural offer of up to Rs 5,000. Renault’s crossover is priced between Rs 5.81 lakh and Rs 10.40 lakh.
Renault Triber offers in September 2026
Benefits of up to Rs 50,000
The Triber is available with benefits of up to Rs 50,000. These comprise a cash discount of up to Rs 20,000, an exchange or scrappage benefit of up to Rs 25,000 and a corporate or rural offer of up to Rs 5,000. Prices for the Renault MPV range between Rs 5.81 lakh and Rs 8.53 lakh.
Renault Kwid offers in September 2026
Benefits of up to Rs 40,000
The Kwid is available with benefits of up to Rs 40,000. Select variants of Renault’s most affordable car get a cash discount of up to Rs 15,000 and a scrappage bonus of up to Rs 25,000. The entry-level hatchback has a starting price of Rs 4.53 lakh, while its top variant costs Rs 5.61 lakh.
The democratisation of advanced driver assistance systems (ADAS) is visible in the Indian market, with many car brands now offering the safety tech in their mass-market models. Cars in this segment currently offer two stages of autonomous driving: Level 1, with features such as forward-collision warning and lane-keep assist, and Level 2, which adds adaptive cruise control and blind-spot monitoring. If you are looking for cars with ADAS, here are the 10 most affordable combustion-powered models in India that offer the advanced safety system, priced from highest to lowest.
10. Nissan Tekton
Rs 15.39 lakh-18.59 lakh
Starting this list is the Nissan Tekton, the Japanese carmaker’s newest SUV. It gets a Level 2 ADAS suite in the Tekna and Tekna+ trims. The Tekna trim is available with two powertrain options: a 100hp 1.0-litre turbo-petrol engine with a manual transmission (MT), and a 163hp 1.3-litre turbo-petrol engine with either an MT or dual-clutch transmission (DCT). Save for the 1.0-litre turbo-petrol MT powertrain, the top-spec Tekna+ trim offers the rest.
9. MG Astor
Rs 15.3 lakh
When the MG Astor was launched in 2021, it was the only midsize SUV to feature ADAS. MG offers Level 2 ADAS on the Astor’s top-spec Savvy Pro trim, which is available only with a 110hp 1.5-litre petrol engine paired with a CVT unit.
8. Honda Elevate
Rs 15.19 lakh-16.36 lakh
The top-spec Honda Elevate ZX trim comes equipped with an ADAS suite; it’s also available on the ZX Black and ADV editions. Under the hood, the Elevate has a 121hp 1.5-litre petrol engine that can be paired with an MT or a CVT.
Instead of the previous model’s Level 1 ADAS features, the new Hyundai Venue gets a Level 2 suite. Hyundai offers it on the top-spec HX 10 and HX 10 Knight trims, powered by a 120hp 1.0-litre turbo-petrol engine with DCT. The HX 10 trim also offers the choice of a 116hp 1.5-litre diesel engine with an automatic gearbox. The Hyundai N Line’s N10 trim also gets Level 2 ADAS, and it is equipped with the 120hp turbo-petrol-DCT powertrain.
6. Kia Sonet
Rs 13.66 lakh-14.37 lakh
The Kia Sonet settles for a Level 1 system, available on the GTX+ and X-Line trims. The GTX+ trim is powered by a 120hp 1.0-litre turbo-petrol engine paired with a DCT or a 116hp 1.5-litre diesel mill mated to a torque-converter gearbox. The X-Line, however, only comes with the turbo-petrol and DCT combination. The Sonet could upgrade to a Level 2 suite with its next generation, due in 2027.
5. Tata Nexon
Rs 13.62 lakh-13.82 lakh
Next on this list of most affordable cars with ADAS is the Tata Nexon compact SUV. It gets Level 2 ADAS in the Fearless+ PS trim, but only with the 1.2-litre turbo-petrol engine with the DCT gearbox. The Fearless+ PS Red Dark edition, too, features an ADAS suite with the turbo-petrol-DCT powertrain. Note that the Nexon diesel does not get an ADAS suite.
Excluding the base SV variant, a Level 2 ADAS suite is available on all Honda City trims. These include the V, ZX and ZX+, which are powered by Honda’s 121hp 1.5-litre petrol engine, paired with an MT or a CVT. The strong-hybrid iteration, the City e:HEV ZX+, also comes with an ADAS suite. Its powertrain, paired with an e-CVT gearbox, produces a combined 126hp and 253Nm.
3. Mahindra XUV 3XO
Rs 12.02 lakh-15.03 lakh
Just the higher-spec AX5 L and the top-spec AX7 L Mahindra XUV 3XO trims get the Level 2 ADAS suite. While the AX5 L is available only with the 131hp 1.2-litre turbo-petrol engine with MT and torque-converter choices, the AX7 L offers an additional 117hp 1.5-litre diesel engine with a manual gearbox.
2. Maruti Baleno
Rs 9.55 lakh-9.99 lakh
The updated Maruti Baleno is the newest model under Rs 10 lakh to get an ADAS suite. It is also the only hatchback on this list and the only hatchback in its segment to offer ADAS. The Baleno gets a Level 2 ADAS suite on the top-spec Alpha (O) trim, which is available only with the 1.2-litre, 3-cylinder petrol engine, and manual and AMT options.
Honourable mention: The Maruti Brezza received a couple of safety feature upgrades with its mid-lifecycle update earlier this year, including front parking sensors. This has enabled a few more advanced driver assists, such as blind-spot warning and rear cross-traffic alert, though it is not the full ADAS system you get in the Victoris, or which rivals offer. The Brezza offers these features in ZXi and ZXi+ trims, priced from Rs 9.85 lakh to Rs 13.55 lakh.
1. Honda Amaze (third generation)
Rs 9.39 lakh-10 lakh
Apart from being the most affordable car with ADAS in India, the third-generation Honda Amaze is currently the only sedan under 4 metres in length to come with the safety suite, which is reserved for its top-spec ZX variant. Under the hood, the Amaze gets a 90hp 1.2-litre petrol engine with MT and CVT options.
Ex-showroom prices mentioned above are as of September 10, 2026.
