Nissan has pulled the covers off the Pixo, which is an A-segment EV specifically meant to cater to the urban buyer in Europe, according to the automaker. The Pixo is the result of a collaboration between NDE (Nissan Design Europe) and alliance partner Renault, and is manufactured at the latter’s Novo Mesto facility in Slovenia.
Design highlights include pixel-inspired lighting and “robot face” front bumper.
3,796mm long, 1,790mm wide and seats up to four adults.
Sliding rear seats, 10-inch touchscreen, Google built-in, ADAS and more.
27.5kWh battery, 82hp motor and up to 259km WLTP range.
Nissan Pixo exterior and dimensions
The Pixo features striking colour options and cube-inspired proportions
The Nissan Pixo features the Japanese brand’s latest design language meant specifically for EVs. The cube-inspired proportions of the Pixo are accompanied by what the brand says are pixel-inspired lighting and a “robot face” front bumper. ‘Pixo’ lettering aside, there are also ‘2-3’ markings to denote ‘Ni-San’ in Japanese. There are pixel-like highlights on the 18-inch wheels, while ‘Nissan’ is spelled out on the tailgate.
Nissan says that the Wonder Purple and Gear Blue paint options are meant to reinforce the Pixo’s youthful urban character, and these striking colours are contrasted by black trim bits on select surfaces. At 3,796mm long and 1,790mm wide, Nissan claims that the Pixo’s dimensions are specifically meant to fit European cities without compromising space on the inside. Meanwhile, it has a 9.9-meter turning circle.
Nissan Pixo interior design and features
This EV has been designed to carry up to four adults and sports a vertically stacked dashboard
The Nissan Pixo has a relatively modern but simple-looking interior. However, it does get a vertically stacked dashboard with a textured finish and orange accents around the AC vents. There are physical buttons and dials to control the automatic climate control system, with a large drive-selector stalk behind the steering wheel. The dash also integrates a 7-inch digital driver’s display and a tablet-style 10-inch touch-infotainment screen.
Equipment highlights of the Nissan Pixo include Google Gemini, which the brand claims is ‘first-in-segment’ and that it will be offered in 16 languages and dialects. Adding to this list will be Google built-in features, MyNissan app and Face ID with the capability of recognising different drivers and remembering their personalised settings. The Nissan Pixo will be available with ADAS (advanced driver assistance systems), integrating adaptive cruise control, lane-departure warning and ‘Hands-Free Parking’.
There are dual-tone fabric seats that look simple, and there’s enough space to carry four adults, with the rear units capable of being individually slid forward or backward based on cargo-space requirements. Nissan says that the Pixo can accommodate up to 356 litres of cargo in the boot – out of which 50 litres is taken up by the charging cable. “We’ve worked hard to maximise the space within the Pixo’s compact dimensions, creating a cabin that feels open, practical and surprisingly roomy,” said Masato Koyama, Lead Exterior Designer at Nissan Global Design.
Nissan Pixo powertrain and charging
This electric powertrain comprises a lithium iron phosphate battery and a single electric motor
The Nissan Pixo is equipped with a 27.5kWh lithium iron phosphate (LFP) battery pack, which energises a single electric motor capable of producing 82hp. While Nissan hasn’t released torque or performance figures of the Pixo yet, it does claim a WLTP range of 259km on a full charge.
The Pixo supports DC fast-charging at up to 50kW, which the brand says can take the state of charge from 15-80 percent in around 28 minutes. The Nissan Pixo also supports bi-directional AC charging of 11kW. Nissan is yet to announce the price of the Pixo, though customer deliveries in Europe are scheduled start in early 2027.
Tata Motors has released another teaser of the new Aeris sedan, this time giving a first look at its interior. Essentially the Tigor facelift, the Tata Aeris is set to launch tomorrow.
Tata Aeris interior teaser details
A 360-degree camera, wireless charging pad and new steering wheel are among the key feature highlights. A rotary drive selector and paddle shifters behind the steering wheel suggest that the model shown in the teaser is equipped with an automatic gearbox.
Several physical controls are also visible around the cabin. The Tiago-like floating-style touchscreen may measure 10.25 inches and the Aeris will also be equipped with a floating-style digital instrument cluster. A beige-colour theme has been applied to the interior, including the dashboard, door trims and seats.
Like many of Tata’s other SUVs, the Sierra can now be had with a blacked-out Dark Edition cosmetic package. The Sierra Dark Edition is available from the Pure L trim onwards, where it commands a premium of Rs 20,000 over the standard version. For all succeeding trims, the Sierra Dark Edition costs Rs 30,000 extra. Pricing for the Sierra Dark Edition starts at Rs 13.99 lakh for the Pure L trim, and at Rs 21.59 lakh for the top-spec Accomplished+ trim.
Sierra Dark Edition gets new Friesian Black paint finish
Interior gets blacked-out treatment with violet and purple highlights
Available with all powertrain options of the Sierra
Here’s a look at the full price list of the Tata Sierra Dark Edition:
Tata Sierra Dark Edition price (ex-showroom)
Trim
Petrol-MT
Petrol-DCT
Turbo-petrol AT
Diesel-MT
Diesel-AT
Pure L #Dark
Rs 13.99 lakh
Rs 15.29 lakh
–
Rs 15.44 lakh
–
Pure L (O) #Dark
Rs 14.59 lakh
Rs 15.89 lakh
–
Rs 16.04 lakh
Rs 17.34 lakh
Pure+ L #Dark
Rs 15.29 lakh
Rs 16.59 lakh
–
Rs 16.74 lakh
Rs 18.04 lakh
Adventure+ L #Dark
Rs 17.29 lakh
Rs 18.59 lakh
Rs 19.29 lakh
Rs 18.49 lakh
Rs 19.79 lakh
Accomplished #Dark
Rs 18.29 lakh
–
Rs 20.29 lakh
Rs 19.29 lakh
Rs 20.29 lakh
Accomplished+ #Dark
–
–
Rs 21.29 lakh
Rs 20.59 lakh
Rs 21.59 lakh
Tata Sierra Dark Edition exterior and interior
As you’d expect, the Sierra Dark Edition comes finished in Friesian Black on the outside as standard. Much of the exterior trim is black instead of chrome, and the Tata emblems and alloy wheels have been darkened as well. Lastly, this stealth-spec Sierra gets ‘#DARK’ badging on the front fenders.
The blacked-out finish extends to the Sierra’s cabin as well, but Tata has added a pop of colour by way of violet metallic trim pieces in areas like the AC vent bezels, door handles, front armrest, front seatbacks, and more – even the seat stitching is purple. There are otherwise no changes to the interior layout or features list over the standard versions of the Sierra, so depending on the variant, you get goodies like a triple-screen setup, ventilated front seats, a panoramic sunroof, dual-zone climate control, a powered tailgate, connected car tech, Level 2 ADAS, a 360-degree camera, a 12-speaker JBL Black sound system, among others.
Tata Sierra Dark Edition engine and gearbox
There are no changes to the powertrain offerings for the Sierra Dark Edition. It offers the same configurations found in the trim it’s based on. That means depending on the variant, you get a 106hp 1.5-litre naturally aspirated petrol engine with either a 6-speed manual or 7-speed DCT, a 118hp 1.5-litre diesel mill with either a 6-speed manual or 6-speed torque converter, or a 160hp 1.5-litre direct-injection turbo-petrol motor mated solely to a 6-speed torque converter.
We had reported back in March this year about the Daytona 660 receiving significant upgrades to its ride package over its predecessor in international markets. Now, Triumph has brought that exact version to India, with no changes to the upgraded feature-set. The new Daytona 660 replaces the old one, and costs Rs 9.99 lakh (Rs 11,000 extra).
Continues with the 660cc engine making 95hp and 68Nm
41mm Showa USD fork is now adjustable, rear remains same as before
Offered in three new colours: Black, Silver, and Yellow
2026 Triumph Daytona 660: What’s updated?
Meaningful upgrades to the suspension and tyres, and new colours
The previous Daytona 660 did have a front Showa USD 41mm fork, but it wasn’t adjustable in any way. The new Daytona 660 adds compression and rebound adjustability to it, although the travel remains the same at 110mm. The rear monoshock remains exactly the same with adjustable preload and 130mm travel. The Trident 660, which shares the platform with the Daytona, offers preload and rebound adjustability for the rear. The next change is the bi-directional quickshifter now being offered as standard, whereas it was an optional accessory with the earlier model. Rounding out the ride package is the change to the Metzeler M9RR tyres on the Daytona, replacing the Michelin Power 6 rubber from before. Given that the Metzelers are known for their sporty performance, this should likely translate to a better ride experience.
To distinguish the new model, Triumph has given the Daytona 660 three new colours as well. The new colourways are Aluminium Silver and Cosmic Yellow; both with glossy Sapphire Black highlights in the decals; the third being Sapphire Black itself, with a glossy finish.
Beyond these updates, the Daytona 660 remains mechanically unchanged. It continues to be powered by a 660cc inline-triple engine producing 95hp and 68Nm, paired with a six-speed gearbox. The bike retains its steel perimeter frame, twin front disc brakes with radial calipers, and the sporty riding position. In the UK, the Daytona 660’s price had risen to GBP 8,995 (Rs 11.52 lakh) from GBP 8,595 (Rs 11.01 lakh), a price hike of Rs 50,000. In India, however, the increase is a moderate Rs 11,000, going to Rs 9.99 lakh to Rs 9.88 lakh. The new Daytona 660 is listed on Triumph India’s website, indicating that bookings are already open.
All prices, ex-showroom, India. GBP-to-INR conversions are based on current exchange rates.
Epiq, Elroq, Enyaq, it’s pretty clear to see the nomenclature every electric Skoda SUVs follows, not so here though. You see this is Skoda’s new flagship or its peak as the company says, ergo we have the Peaq.
Skoda Peaq Exterior Design and Engineering – 9/10
Doubles down on minimalist style but looks premium, classy and has good presence.
At 4.87 meters, the Peaq is the largest Skoda SUV yet.
While the entry level model, the Epiq, utilizes the front wheel driven MEB+ platform, the Elroq, Enyaq and the Peaq are all built on the MEB platform which is primarily rear wheel driven with the option of AWD, which the Peaq does offer. At 4.87 meters the Peaq is the largest Skoda SUV and sports Skoda’s largest boot, battery and sunroof, too.
Despite its size it doesn’t look brutish like most large SUVs seem to be leaning towards these days. Thanks to Skoda’s new ‘Modern Solid’ design language, which is all about minimalism the Peaq looks premium and classy and the bodywork is quite aero efficient too with a 0.249 drag coefficient.
The black panel houses all the tech bits like the cameras, radars and lidar.
At the front the lines are simple and clean. The fascia sports the company’s T-shaped DRL and headlight signature and the rather clever Tech Deck; the black panel which hides all the tech bits like the cameras, radars and lidar and mimics a grille thus avoiding that faceless look many EVs sport. Skoda has even hidden LED lights behind it that – to a small extent – mimic grille slots. Notably the Skoda emblem is missing, the company is in the process of moving away from it and the Peaq carries the new Skoda letter mark instead.
Over at the sides the clean lines continue with flush door handles, these can also be pressed in at the edge to manually operate them. The alloy wheels on our car were the 21 inchers and have a neatly balanced sporty and classy look. A defining styling element in profile is the C pillar which is body coloured and looks like a reversed fin and carries the Skoda lettering.
T-shaped tail lights are connected by a stylistic loop running at the bottom of the tail gate.
Like the headlights, the taillights too are T-shaped and are connected to each other via a stylistic loop running at the bottom of the tailgate. A roof integrated spoiler and a shark fin antenna complete the rear look and here too it’s just the Skoda lettering spelled out across the boot lid.
Skoda Peaq Interior Space and Comfort – 7/10
Minimalism carries on inside but cabin could do with a dash of flair.
Peaq’s boot is the largest on a Skoda so far; offers 299-litres of space with all rows up.
With a near three-meter wheelbase there’s plenty of space inside, beginning with the boot which is the largest on a Skoda so far; 935 litres without the third row, but even in the 3-row version and with the third-row seats in place, there’s 299 litres which is more than enough for a few small bags. A handy little bit is a motorised cargo cover that rolls open or close with the boot opening and closing. At the front there’s also a 37-litre frunk.
Front seats feature a ‘zero-gravity’ position allowing one to fully stretch out.
Passengers are well catered too, especially at the front two rows. The front seats offer plenty of space and will suit broader frames quite nicely. They also offer a ‘zero-gravity’ position wherein at the touch of a button the seat base dips, the seat back reclines and an ottoman style leg rest extends upward. They also offer heating, ventilation and a massage function. There’s an app too – which new EV does not have one these days – and that can configure the cabin lighting, seats, climate and other elements in six modes from a relaxing to an energizing ambience. On our drive in the cold Austrian mountains, we had a lot of rain and the ‘warm feet’ HVAC setting proved to be very handy and welcome.
Three people can sit abreast in the second row; one doesn’t sit in a knees-up position like in most EVs.
There’s plenty of space in the second row, legroom is good as is shoulder room. We did sit three abreast and didn’t have too much of shoulder overlap. Headroom is very generous and what’s nice is that you don’t sit in a knees-up position as is the case in some EVs. The third row is decent, there should have been more room given the length of the car, but on its own its quite useable and more than enough for kids or short journeys. Like the second row, headroom here is also good.
In terms of styling the cabin follows on with the exterior minimalist theme and all the lines are simple and clean, with very little flair about. A bit of panache would have been nice and in keeping with the flagship positioning of the Peaq.
Third row is decent enough for kids or for short journeys.
Skoda Peaq Features and Safety – 8/10
Well equipped and with a healthy does of Skoda’s ‘Simply Clever’ details.
Sitting at the very top of the Skoda range the Peaq is well equipped. The dash carries a 13.6-inch, portrait-oriented touch screen – a first for Skoda – which runs a new UI. There’s a hard baked area for certain controls and thankfully physical controls are retained for main entertainment and HVAC functions, the latter being large toggle switches that are easy to use. These sit on top of an open charging box that has two illuminated magnetic Qi2 wireless charging disc with active cooling, and have a max speed of 25W. The rest of the center console is made up of many storage spaces and cubbies with a neat pass-through slot for charging cables from the lower to the upper console.
A portrait-oriented touchscreen is a first for a Skoda, and runs a brand-new UI.
Ahead of the driver is a 10-inch digital instrument panel which sounds large but has a slim aspect ratio, and there’s also an HUD. The steering wheel is the familiar Skoda unit with the letter mark on the boss and the buttons and scroll wheels on the two wings and as expected the operate with a satisfying click feel.
Thankfully, there are large toggle switches for HVAC controls which are easy to use.
Other features include a 360-degree camera with a transparent 3D body on the display that helps in positioning the car, a 16-speaker SONOS sound system, park assist, a full connectivity suite, 10-airbags and ADAS and of course a healthy dose of Skoda’s ‘Simply Clever’ details like a fold out table for the front passengers that’s tucked away in the center console and umbrella holders in the doors. And topping things off is a large panoramic glass roof, which does not have a sunscreen, instead there’s 9 electrochromic panels that can be darkened to keep out the light and heat says Skoda. We’ll reserve that judgement for when we test it here in our hot climate though.
Panoramic glass roof doesn’t have a sunscreen but features 9 electrochromic panels to keep sun and heat out.
Skoda Peaq Performance and Refinement – 8/10
Strong performance that does not feel characterless like most EVs
There are three powertrain versions on offer starting with the 60-variant, power for which comes from a 63kWH (gross) NMC battery that drives a 204 hp rear motor. Next is the 90 trim which has a 91kWh (gross) NMC battery – the largest on a Skoda –power is courtesy a 286hp rear motor, and the range topper is the 90X which is also powered by the same battery as the 90 but driving a dual motor AWD set up that puts out a combined 300hp. Either of the 90 series cars is what Skoda will bring to India and for our drive today we had the 90X version.
Throtlle response feels quite ICE-like, building speed progressively.
As expected, power delivery is strong and acceleration is brisk, the claimed 0 – 100kph time stands at 6.7 seconds which is plenty quick for a large seven seat family SUV. What’s nice though is that the delivery isn’t typically EV like, which is to say power dumped in an instant and then linear all through. On the Peaq, throttle response feels quite ICE like, it’s fed in progressively and build nicely as you explore deeper regions of the throttle pedal. Top speed is limited to 180kph which is very easy to get too, on the unrestricted section of the German autobahns we hit an indicated 185kph. Wind and tyre noise is well controlled especially over the smooth tarmac sections and even at high triple digit speeds the cabin was silent enough.
Wind and tyre noise are well contained even at triple digit speeds.
Skoda Peaq Ride Comfort and Handling – 7/10
Very stable at speeds, but Normal mode sees some body float over undulations.
The 90X comes with Skoda’s dynamic chassis control and the adjustable dampers do alter the ride character noticeably. In Normal mode is very comfy and could do well over potholes and ruts, however at highway speeds and over undulations that we did see on some section there is some body float. A switch to the Sport setting however tides this up quite nicely and was the default setting I used for most of the drive. Being an AWD, there’s also a few off-road modes though we didn’t get to try these out and I suspect most owners won’t either.
Depending on the mode, adjustable dampers noticeably alter the ride quality.
In terms of handling this isn’t what you would call light on its feet, you do know you are driving a large SUV but its never cumbersome and through the mountain passes we did have a bit of fun, not sporty then but enjoyable enough if how I’d describe the handling character.
Skoda Peaq Range and Efficiency – 7/10
Charging speeds and range are par for course
The Peaq 60 battery capacity stands at 63kWh (59kWh net) and that’s good for a range of 450kms says Skoda. Max charging speed is 160kW on a DC fast charger and that can take the battery from 10 to 80 percent in 27 minutes.
A 160kW DC fast charger can top up the battery from 10 to 80 percent in 27 minutes (claimed).
The 90 cars are powered by a larger 91kWh (86kWh net) battery, max charging speed stands at 199kW and a 10 to 80 percent charge on a DC fast charger takes 28 mins. On the 90X range stands at 610kms while the two wheel drive 90 version sees a slightly longer range at 640 kms. We’ll know the real-world range once we put it through our standard test cycle back home.
Skoda Peaq Expected price and Verdict – 8/10
Priced at Rs 60 lakh it would be a tempting option and it does more than enough to call this peak Skoda.
Skoda is really doing a fine job with its EVs, we liked the Enyaq, were superbly impressed with the Elroq and the flagship Peaq does not disappoint too. Yes, the ride does feel soft and the interiors do lack flair, something you would expect on a flagship and we’ll of course have to wait and see how Skoda price this when it comes to India some time mid next year. Skoda says it will arrive as a CBU and we expect it to be priced at around Rs 60 lakh ex-showroom where it will be able to compete with rivals like the Tesla Model Y L, above that though and Skoda will face some heat from premium brands like BMW and Mercedes that are also expanding their electric SUV portfolio.
The Peaq will arrive in India as a CBU and is expected to be priced around the Rs 60 lakh mark.
The Peaq though does provide a very well-turned-out product, it looks classy and premium and that’s important at this price point, there’s a good amount of space inside, especially for the front two rows, it’s well equipped with typically Skoda clever bits and the drive experience is mature and enjoyable. All typical highlights that we’ve come to expect of the brand. All in all, then, the Skoda Peaq does more than enough to safely call this, peak Skoda.
MG’s newest SUV has been christened the Hector Tomahawk, but despite the name, it shares nothing with the ICE-powered Hector we’ve known since 2019. The Hector Tomahawk EV and PHEV are the first models on MG’s ADAPT architecture, which will eventually spawn strong hybrids and range-extender hybrids. We drove the Tomahawk EV in sunny Kochi to see how it stacks up in the ever-growing segment.
MG Hector Tomahawk EV Exterior Design and Engineering – 6/10
Let’s talk dimensions first. At 4,745mm long, 1,850mm wide, 1,770mm tall and with a 2,810mm wheelbase, the Tomahawk is larger than the Mahindra XEV 9S in all areas except width. Ground clearance, at 230mm (measured to battery), is also class-best. However, these numbers don’t translate to a particularly imposing stance. Instead, it straddles the line between an MPV and SUV.
Size doesn’t translate to an imposing stance; it straddles the line between an MPV and an SUV.
The design is clean and quite handsome, if a bit uninspiring. The front bumper is squared off with pass-through aero vents on the edges and chunky cladding lower down. Cooling requirements are met by slim slots in the centre section with some chrome detailing, while the conventional grille is blanked off and finished in gloss black. No light bar here, thankfully, but the MG logo does glow and is flanked by rectangular LED headlights with a subtle H-shaped light signature.
Large rectangular LED headlights have a subtle H in them; no light bar, but the MG logo glows.
In profile, it looks quite slab-sided, with sharp creases along the fenders and plastic wheel-arch cladding adding some definition. These, along with the chunky door cladding, attempt to give it a rugged appearance but are let down by 18-inch wheels that look a tad too small. No electric door handles here, just good old-fashioned pull types.
Further back are a set of intricate LED tail-lights that again resist the connected trend. MG’s love for badging is clear though, with four on the powered tailgate. Finishing things off nicely is a sculpted bumper with a grey trim piece and a centre-mounted reverse lamp. Overall, it’s a reasonably pleasing design, but it looks a tad dated and lacks the butch appeal of some rivals.
Overall styling is neatly done but somewhat uninspiring.
MG Hector Tomahawk EV Interior Space and Comfort – 8/10
Inside, the dash features a familiar minimalistic layout with a large touchscreen front and centre. It looks premium and features soft-touch materials on the dash and doors, but lacks a certain wow factor, and the light tan colour palette might not be to all tastes. That said, the light tone and large windows do give it an airy ambience. Look hard, and you will find areas where fit and finish could be improved. The centre console in particular feels poorly textured and finished, which we were told is down to a supplier issue. Speaking of the centre console, the column-mounted drive selector frees up space here for a wireless charger, cupholders, multiple bins as well as a large pass-through cubby lower down, and the door bins are enormous too.
Minimalistic interior looks premium, but the light tan colour palette might not be to all tastes.
It’s easy to get into a comfortable and commanding driving position using the power-operated seats and reach-and-rake adjustment for the steering wheel. The seats themselves are wide, and despite the firm cushioning, they felt comfortable on our full day of driving. They are ventilated too, and the driver’s seat also gets a memory function.
Powered and ventilated front seats are wide and comfortable; driver’s seat gets a memory function.
The Tomahawk has the second-longest wheelbase in class (next only to the Vinfast MPV 7), and it shows in the second row. Legroom is excellent, and while you do sit slightly knees-up, thigh support is adequate too. The seatback reclines pretty far back and features an armrest and three adjustable headrests. Window sunshades, AC vents and Type-C USB ports add to the rear-seat comfort and convenience.
The chauffeur-driven are well taken care of, with a comfy reclining bench, plenty of room all around and sunblinds.
The Tomahawk EV is available in both 5- and 7-seater guises. The latter adds a sliding second row with one-touch tumble to access the third row, as well as more AC vents on the roof and a dedicated fan-speed control. Getting into the last row is surprisingly dignified thanks to a large aperture, but kneeroom depends largely on the middle-row passengers’ generosity, and the low seat means thigh support is non-existent. Headroom is good, though, and for short journeys, adults will be fine back there.
Third row will fit adults but with a slight compromise to the middle-row space.
With the third row up, boot space stands at 192 litres – enough for a couple of carry-on bags – expanding to a generous 528 litres with it stowed. Under the boot floor are a few more storage cubbies, which are handy since there is no frunk – a miss considering there appears to be enough space under the bonnet. A space-saver spare is mounted underneath the car.
MG Hector Tomahawk EV Features and Safety – 8/10
The minimalist interior layout means you reach for the 15.6-inch infotainment screen for most functions. While this can get distracting, physical and swipe-gesture controls together handle most basic HVAC and audio functions with surprising ease. Anything beyond basic, though, will require a deep dive into the screen. While the screen is sharp and snappy and the UI is clean, it can take a while to find your way through the maze of sub-menus. Wireless Android Auto and Apple CarPlay are also present, but using either hides the row of shortcuts at the bottom of the screen. Hardcoding these buttons to always stay on top would improve usability. The screen also often catches glare, which takes away from the otherwise sharp 360-degree camera.
Several functions are baked into the 15.6-inch touchscreen, but gesture controls for essential functions are quite intuitive.
Instrumentation is handled by an 8.8-inch display directly in front of the driver. The screen itself is sharp, but some smaller fonts might have you reaching for your reading glasses. Its real estate could also be better utilised by displaying the blind-view camera feed rather than the current pop-up on the centre screen. Other feature highlights include a sweet-sounding 10-speaker Infinity audio system, a panoramic sunroof that stretches over the second row, 256-colour ambient lighting, connected car tech, an AI assistant and more. It’s worth mentioning that the Tomahawk EV also gets a physical start/stop button, which is absent on the brand’s other EVs.
8.8-inch driver’s display is sharp, but some smaller fonts might have you reaching for your reading glasses.
A Level 2 ADAS suite is also available on the top Essence trim, with functions such as adaptive cruise control, lane keep assist and auto emergency braking. While there isn’t an official crash-test rating yet, the robust standard safety kit, including six airbags, ESP, all-wheel disc brakes and Isofix mounts, provides some confidence.
MG Hector Tomahawk EV Performance and Refinement – 7/10
The Tomahawk EV offers just one powertrain configuration – a 69.2kWh LFP battery pack powering a single motor on the front axle, producing 204hp and 310Nm, good for a claimed 0-100kph time of 8.2 seconds. Its front-wheel-drive layout puts it at a disadvantage against rivals from Tata and Mahindra, who offer either rear- or all-wheel drive and higher power outputs. The front-driven Hyundai Creta Electric or Kia Carens Clavis EV are closer matches, and the Tomahawk EV betters them on power and torque.
First EV on MG’s ADAPT architecture pairs a 69.2kWh battery with a front-mounted motor producing 204hp and 310Nm.
Initial throttle response is mild, making it quite easy to amble around town, but push harder, and you get a power spike resulting in torque steer. In Sport mode, you’ll hear the front tyres protest when made to put all that torque down on a less-than-perfect road. Standard mode dulls response slightly, but it can still catch new drivers off guard. With time, it is possible to drive around this, but the latest crop of rival EVs has mastered a more linear delivery. Eco mode feels a bit tepid and is best saved to counter range anxiety, while a Custom mode lets you customise power output and regen braking in increments of 10 percent. There are also three preset regen modes – Standard, Comfort and Strong – but no paddles to control them or one-pedal mode. Instead, you get an Intelligent setting that uses the ADAS sensors to adjust regen in real time based on the traffic in front of you.
Grip levels and body control are good, but FWD layout struggles to put power down.
Refinement is a bit of a mixed bag. While the motor is fairly muted and there is little wind or tyre noise coming through, you hear the suspension at work on rough patches.
MG Hector Tomahawk EV Range and Efficiency – 7/10
A spirited highway drive from Kochi to Kozhikode covering 192km, resulted in an overall efficiency of 4.85km/kWh.
While the Hector name is often associated with poor fuel efficiency, the new EV and PHEV hope to change that. MG claims an MIDC range of 517km from its 69.2kWh battery pack. On a spirited drive from Kochi to Kozhikode covering 192km, we recorded an overall efficiency of 4.85km/kWh, translating to a real-world range of 336km. This was on a fast highway run, where the Tomahawk’s tall shape won’t do its efficiency any favours. We’ll put it through our standard real-world efficiency test when we have the car for longer.
DC fast charges at 90kW – slower than rivals but enough for a 30 to 80 percent top-up in a claimed 35 minutes.
Topping up the battery from 10 to 100 percent using the 7.4kW charger is said to take around 12.5 hours. It can also DC fast charge at speeds of up to 90kW, which is lower than its immediate rivals but still enough to take the battery from 30 to 80 percent in about 35 minutes.
MG Hector Tomahawk EV Ride Comfort and Handling – 7/10
Rides with more maturity than previous MG EVs, but suspension can be heard working.
The Hector Tomahawk EV makes a big step up in ride and handling compared to the ICE Hector, but there is still some room for improvement. It rides with more maturity than previous MG EVs, comfortably absorbing most of what we threw at it. However, you do hear the suspension working. Sharper bumps reveal an underlying firmness that occasionally comes through to the cabin. Most roads around Kochi were relatively smooth, and we weren’t able to experience it on rippled concrete, so we will reserve full judgement until we have the car for longer.
A big positive is how easy the Tomahawk is to drive for something this large. Visibility all around is excellent, and you can see the bonnet’s edges from the driver’s seat. A light steering also helps, and overall, it feels less intimidating to drive through tight traffic than, say, the XEV 9S.
230mm claimed ground clearance is best in class; wheelbase second only to VF MPV 7.
The steering also weighs up as speeds rise and feels reasonably direct, though the sheer amount of torque going to just the front wheels corrupts the feel. At a quick pace through the twisties, you feel the wheel tugging at your hands as you apply power. Body control is good, and it stays composed through quick direction changes, but a sedate pace is more its element. Braking is strong, with four-wheel discs bringing the heavy SUV to a confident halt.
MGHector Tomahawk EV Value for Money – 7/10
Introductory pricing for the Hector Tomahawk EV starts at Rs 19.49 lakh and tops out at Rs 23.49 lakh. The Battery-as-a-Service (BaaS) scheme lowers the entry barrier to Rs 13.99 lakh, with battery rental set at Rs 4.90 per km. While all these prices are applicable to limited units only, this is quite aggressive pricing from MG.
Practical, comfortable and no-nonsense SUV will appeal to the chauffeur-driven but lacks the dynamic polish of its rivals.
When compared spec-for-spec, it undercuts the competition from Tata and Mahindra while offering a bigger battery and more performance than its Korean rivals. It has a spacious and comfortable cabin, a comprehensive feature set and is surprisingly easy to drive for its size. However, it lacks the dynamic polish of its rivals and therefore doesn’t feel like a latest-generation EV. As such, its Hector name starts to make more sense. It is a practical, comfortable, no-nonsense SUV that will appeal to the chauffeur-driven just like its forebear. Those looking to do the driving, though, are better off looking elsewhere.
The Kawasaki Vulcan S is a distinctive proposition in our cruiser market, combining a typically American long-and-low stance with Japanese reliability. For 2027, it carries over most of the mechanical package from last year, but with slightly more torque and some other minor revisions. Here are answers to some of the most commonly asked questions about it.
What is the price of the Kawasaki Vulcan S?
The 2027 Kawasaki Vulcan S is priced at Rs 8.23 lakh (ex-showroom, India), marking a Rs 10,000 increase over the MY26 model. It is available in a single Metallic Carbon Gray colour with bluish-green highlights, and deliveries are set to commence from mid-September 2026.
What engine does the Kawasaki Vulcan S use?
The Vulcan S is powered by a 649cc, liquid-cooled, parallel-twin engine producing 61hp at 7,500rpm and 62.4Nm at 6,600rpm, paired with a 6-speed gearbox. This is the same engine that powers the Kawasaki Versys 650 and Ninja 650, but tuned differently for the Vulcan’s cruiser character. The MY27 bike also restores the 1.4Nm of torque that was inadvertently lost on the MY26 version, bringing it back in line with earlier models.
What is the seat height and weight of the Kawasaki Vulcan S?
The Kawasaki Vulcan S has a seat height of 705mm, which is among the lowest on any motorcycle in this segment, making it genuinely easy to get both feet flat on the ground at a standstill. The under-engine muffler contributes to a low centre of gravity, further aiding confidence at low speeds. Kerb weight is 235kg.
What features does the Kawasaki Vulcan S have?
The Vulcan S keeps its feature set relatively straightforward. It gets an analogue-digital instrument cluster with a gear position indicator, dual-channel ABS, adjustable clutch and brake levers, and a 7-position preload-adjustable rear shock. There are no riding modes, traction control or a TFT display.
What is the Ergo-Fit system on the Kawasaki Vulcan S?
Ergo-Fit is Kawasaki’s proprietary adjustability system that allows the Vulcan S to be configured to suit riders of different heights and builds. It offers 18 possible configurations across three reach settings, achieved through adjustments to the seat, handlebar position and footpeg placement.
In the first half of 2026, BMW sold nearly 2,400 EVs in India, with the entry-level iX1 and flagship i7 accounting for the bulk of those volumes. Now, BMW has introduced an all-new electric long-wheelbase sedan to bridge the sizable gap between the two. Meet the BMW i5 eDrive35L, the electric counterpart to the 5 Series sedan.
The i5 nameplate isn’t new to India. BMW launched the imported, performance-focused i5 M60 here back in 2024. However, that was a niche offering. This new version is expected to appeal to a much wider audience. Being locally assembled, the i5 eDrive35L is priced at Rs 79.60 lakh, commanding a premium of Rs 3 lakh over its petrol-powered sibling. In this review, we find out what it’s like to live with.
BMW i5 LWB Exterior Design and Engineering – 8/10
An ‘i’ badge on the grille along with its green number plate differentiate it from its petrol sibling
Compared to the international version, this i5’s wheelbase has been stretched by 110mm to 3,105mm, while overall length now stands at 5,175mm. Interestingly, the 5 Series is larger than its chief rival, the Mercedes-Benz E-Class, in every dimension.
As for styling, this generation of the 5 Series has been around since 2024 and much like most modern BMW designs, it’s something that grows on you with time. That said, there’s no denying that it’s a polarising design. The numerous cuts, heavy surfacing and intricate detailing make it look busy and excessive to some eyes.
Gets large 20-inch alloys which look far more proportionate than the 18-inch wheels initially available with the 530Li.
Differentiating the i5 from its petrol-powered counterpart are an ‘i’ logo on the grille and larger 20-inch alloy wheels. The latter look far more proportionate than the 18-inch wheels initially offered on the 530Li. At the rear, the only distinguishing elements are the i5 and eDrive35L badges, apart from the obvious giveaway – the green number plate.
BMW i5 LWB Interior Space and Comfort – 9/10
Dash is dominated by BMW’s twin curved screens, a flat-bottomed steering wheel and generous ambient lighting.
Step inside and the dashboard is dominated by BMW’s twin curved-screen setup, complemented by a flat-bottomed steering wheel, generous ambient lighting, and a tasteful mix of open-pore wood trim and silver inlays. The crystalline drive selector, rotary infotainment controller and volume roller on the centre console add a welcome sense of occasion.
Those familiar with older 5 Series models will quickly notice the absence of the manually adjustable thigh support for the front seats. That aside, the seats themselves are exceptionally comfortable and supportive, and they also feature ventilation.
The seats are exceptionally comfortable and supportive, and they also feature ventilation.
Being the long-wheelbase version, the i5 benefits from an additional 4.3 inches of wheelbase compared to the international model, resulting in noticeably more rear legroom. Sure, the floor sits higher than in the ICE version, but this remains a very comfortable place to be for chauffeur-driven buyers. The rear bench is well contoured and, with just two occupants, delivers a genuinely luxurious experience. Some may find the pillows a little excessive, and they aren’t quite as comfortable as the integrated units in the E-Class. Speaking of which, unlike the Mercedes, the i5’s rear seat doesn’t recline, and there are arguably too few indulgent touches to truly cater to chauffeur-driven buyers.
A bit knees-up, but the rear seat feels luxurious; however, there are too few amenities for chauffeur-driven buyers.
The middle seat is considerably less accommodating. The raised seat base compromises headroom, the backrest is firm, and the tall central tunnel further detracts from comfort for a third passenger.
Boot space is rated at 500 litres, which is broadly similar to the ICE 5 Series. However, while the spare wheel is neatly tucked beneath the boot floor in the petrol version, it sits on the boot floor in the i5, significantly compromising usable luggage space.
The spare wheel sits on the boot floor, significantly compromising usable luggage space.
BMW i5 LWB Features and Safety – 8/10
The i5 eDrive35L comes generously equipped. Highlights include 20-inch alloy wheels, adaptive LED headlamps, powered and ventilated front seats, four-zone climate control, wireless charging pads for both front and rear occupants, a panoramic fixed glass roof, ambient lighting and a powered boot lid.
Audiophiles will particularly appreciate the superb 17-speaker, 655W Bowers & Wilkins audio system.
The curved touchscreen and digital instrument cluster look suitably futuristic, although the user experience isn’t the most intuitive due to the number of menus and sub-menus. On the plus side, the 360-degree camera offers excellent clarity. Audiophiles will particularly appreciate the superb 17-speaker, 655W Bowers & Wilkins audio system.
The i5 also gets a comprehensive suite of driver assistance features, including adaptive cruise control, lane-keeping assist and autonomous emergency braking.
Its fixed panoramic glass roof has unique embedded LED lighting.
However, there are a few omissions that chauffeur-driven buyers may find difficult to overlook. A head-up display is absent, while smaller but genuinely useful features such as rear window sunshades, reclining rear seats, soft-close doors, a boss mode for the front passenger seat and rear-seat audio controls are all missing.
BMW i5 LWB Performance and Refinement – 8/10
The rear-wheel-drive i5 eDrive35L uses a single electric motor producing 272hp and 410Nm, figures that are remarkably similar to the mild-hybrid 530Li. However, the way it delivers its performance is entirely different. With peak torque available instantly, responses are smooth, effortless and distinctly EV-like. There are multiple drive modes on offer, each altering throttle response. Sport sharpens reactions noticeably, while Efficient is the most relaxed and efficiency-focused setting.
Retains a 50:50 weight distribution and RWD layout, but it has lost the sharpness and precision of earlier generations of the 5 Series.
BMW claims a 0-100kph time of 6.7 seconds, although our best run yielded 6.99 seconds. Interestingly, the 530Li is marginally quicker, recording 6.45 seconds for the same sprint, and it is also slightly faster in our 20-80kph and 40-100kph acceleration tests.
The i5’s top speed is rated at 195kph, although acceleration begins to taper off noticeably beyond 100kph. In short, acceleration isn’t neck-snappingly quick, but there’s more than enough performance to keep things entertaining within legal limits.
Boost function unlocks the motor’s full potential for 10 seconds. If your’re already in Sport mode, it barely makes any difference.
The i5 also offers multiple regenerative braking settings, including Adaptive, High, Mid and Low. Of these, Adaptive stands out for its excellent calibration, intelligently varying regeneration and coasting based on traffic and road conditions. There’s also a dedicated one-pedal ‘B’ mode, selectable via the drive selector. It delivers regeneration comparable to the High setting but, unlike it, can bring the car to a complete stop without requiring any brake pedal input.
Braking performance itself is strong, although keen drivers may wish for a little more feel from the pedal. The transition between regenerative and mechanical braking leaves it feeling somewhat numb.
BMW i5 LWB Range and Efficiency – 6/10
BMW claims the i5’s 81.6kWh battery (net capacity is 76.3kWh) can deliver a range of up to 669km, a figure that appears rather optimistic. In our real-world range tests, the i5 eDrive35L returned an average efficiency of 5.06km/kWh, translating to an estimated range of 386km. It’s worth noting that the car was driven in its most efficiency-focused ‘Efficient’ mode throughout the test, with regenerative braking set to Adaptive.
We also connected the battery to a 60kW DC fast charger, where it took 47 minutes to charge from 20-80 percent state of charge. BMW additionally supplies a complimentary AC wallbox charger along with installation.
BMW i5 LWB Ride Comfort and Handling – 8/10
Ground clearance has been increased by 18mm compared to the international version; hence, it clears most speedbreakers easily.
With every successive generation, the 5 Series has become softer and more comfort-focused, and the i5 is arguably the most luxurious iteration yet. Despite riding on larger 20-inch wheels with lower-profile tyres than the petrol-powered 530Li, ride quality is seriously impressive. The i5 feels plush and remarkably absorbent over typical urban roads. Notably, it also benefits from rear air suspension, a feature absent on the 530Li.
In addition to the extended wheelbase, BMW has increased ground clearance by 18mm compared to the global standard-wheelbase model. The result is a luxury sedan that’s far better suited to Indian conditions. Even with four occupants on board, the i5 clears most speed breakers without drama. As a luxury car, then, it unquestionably gets the fundamentals right.
With a plush ride and increased ground clearance, the i5 is far better suited to Indian conditions.
However, the softer suspension setup and increased ground clearance have diluted some of the driver-focused character that defined earlier generations of the 5 Series. While it retains a near-perfect 50:50 weight distribution and rear-wheel-drive layout, there’s no escaping the fact that, in prioritising comfort and practicality, BMW has sacrificed a measure of the sharpness and precision that once made the 5 Series a benchmark for driving enthusiasts.
BMW i5 LWB Price and Verdict – 8/10
At Rs 79.60 lakh, the locally assembled i5 LWB has all the ingredients to become BMW India’s next EV success story alongside the iX1. With the i5 eDrive35L, BMW continues its successful long-wheelbase formula, maximising cabin space while building upon the strengths of the petrol-powered 5 Series, with which it shares much of its cabin, equipment and overall character. Buyers can also opt for extended warranty and prepaid maintenance packages of up to 10 years, in addition to the standard eight-year battery warranty.
Generous cabin space, comfy seats, a plush ride, and effortless performance make the i5 eDrive35L a compelling electric luxury sedan
That said, much like its petrol-powered sibling, some of the traditional 5 Series driving feel has been diluted. It also misses a few feel-good features, particularly those aimed at rear-seat occupants. More importantly, the spare wheel’s placement on the boot floor significantly compromises luggage-carrying ability.
So, is it worth paying the Rs 3 lakh premium over the petrol-powered 5 Series? The answer largely depends on your usage. The i5 eDrive35L makes sense for buyers registering it under a company name, thanks to the higher depreciation benefits available for EVs. It also suits those who cover significant distances and can take advantage of lower running costs. Generous cabin space, comfortable seats, a plush ride, respectable range and effortless performance make the i5 eDrive35L a compelling electric luxury sedan for buyers shopping in this segment.
Off-road riding is physically demanding, requires a lot of stamina, and a conventional riding jacket often becomes more of a hindrance than help. It traps heat, feels bulky and restrictive, and can leave you feeling fatigued much sooner than expected.
This layer is designed to address that problem, offering a combination of protection and breathability that you can wear under an MX jersey for trail or off-road riding. Essentially, it is a lightweight, zippered base layer with impact protection (CE Level 2 armour at the elbows, shoulders, back, and CE Level 1 chest protectors). It is available in six sizes, ranging from S to 3XL. Like most riding jackets, a size S fit me perfectly, and it paired seamlessly with a size M Raida jersey.
What immediately stood out was the material. It allows for plenty of airflow and feels much lighter than a conventional riding jacket. More importantly, it offers a greater range of movement, which is useful when standing on the pegs or shifting your body weight.
Another advantage is its versatility. It can be worn under an MX jersey for trail riding or used as a base layer beneath a riding jacket with its original armour removed. Additionally, removing the armour from this layer to wash it requires less effort, thanks to the stretchable fabric. This adaptability makes it a practical addition to any rider’s gear collection.
Comfort is surely one of the main highlights of this TrailCraft base layer. The lightweight construction and breathable fabric contribute to a pleasant riding experience, especially while riding through trails on a hot, sunny day. Airflow through the material keeps you cool, and that ultimately gets you less tired. Like most armoured base layers, however, it can still feel warm when stationary, particularly in traffic or during breaks.
In terms of fit, the back, chest and shoulder protectors remained securely in place, while integrated thumb loops helped keep the sleeves positioned correctly. The elbow protectors did require occasional adjustments, although that is partly down to my slim arms.
It has quickly become my go-to choice for hot, sunny days on the trails. At Rs 5,699, it delivers a really good combination of protection, comfort and practicality without breaking the bank. But do keep in mind, it won’t serve much abrasion protection on the road if worn without a riding jacket. But for beginner and intermediate off-road/trail riders looking for a lightweight and versatile protective solution, the TrailCraft is easy to recommend.
BMW has launched the facelifted 7 Series in India at Rs 1.95 crore. The updated sedan gets revised styling, a redesigned cabin and a 3.0-litre turbo-petrol engine with a 48V mild-hybrid system. The India-spec 7 Series is now offered only as the petrol-powered 740, with the diesel version dropped. Inside, the biggest change is BMW’s new display layout, comprising a 17.9-inch central touchscreen, 14.6-inch passenger display and a full-width Panoramic Vision display. Other highlights include powered, heated, ventilated and massaging seats, a 31.3-inch 8K rear screen and four-zone climate control.
