Tamil Nadu Chief Minister C. Joseph Vijay has revealed plans to develop a dedicated motorsport city in Chennai. This will include a new race track, capable of hosting F1, F2, F3, F4 and other international races.
“An Olympic city will be set up in Chennai. A Motor Sports city will also be set up in Chennai to host Formula 1 races. The talents of youth in motor sports will be identified, and training and racing opportunities will be provided to create national and international level champions,” Vijay said during the state Assembly.
He added, “Establishing world-class motor vehicle car racing arenas will provide opportunities for tourism, special vehicle manufacturing industries, employment, and economic development.”
New Chennai race track aims to host F1, F2 and more
Venue will also include training facilities
Chennai Motor Sports City plans revealed
Tamil Nadu is at the very heart of the motorsport scene in India, with tracks like the Madras International Circuit and Kari Motor Speedway hosting majority of our national championship races. There’s also the Madras International Karting arena, which is the first karting track in the country to meet global CIK (Commission Internationale de Karting) standards.
Vijay highlighted the business case behind setting up the new motorsport city in the state. Tamil Nadu is currently a leading state for the production of various two-wheelers and four-wheelers, as well as racing vehicles. He added that setting up “world class” racing venues will provide opportunities to boost tourism, specialised vehicle manufacturing industries and well as employment and the local economy in general.
While the precise location of this new motorsport city hasn’t been revealed, Vijay did share that the goal is for the venue to be capable of hosting international-level racing like F4, F3, F2 and even F1.
Driver development will be another key focus area. Vijay stated that the venue will also include training facilities to identify and nurture local racing talent in a bid to give them opportunities on the national and international stage.
India eyes F1 return
This announcement follows renewed interest from the Indian government to bring F1 back to India.
The Buddh International Circuit last hosted The F1 Indian GP from 2011 to 2013. But the race was then dropped, mainly due to the Uttar Pradesh government’s taxation policy at the time, which classified F1 as entertainment rather than sport.
However, speaking to media earlier this year, sports minister Mansukh Mandaviya shared that the government is working to make India a viable host country for international racing. “For instance, if the entertainment tax cannot be altogether repealed, we will try to ensure that reimbursements are provided to incentivise the project for the organisers. Discussions are ongoing on this issue. It is an interministerial matter, and we are trying our best to make it attractive for Formula 1,” he said at the time.
F1 CEO Stefano Domenicali has stated that there is “big interest” for the championship to return to India, but also stressed that this won’t happen any time soon and will require several conditions to be met. “There are the right things that we need to do – to again find back the right promoters, the right collaboration and the right timing, which will not be in the very short term. But when we talk about five years in Formula 1, it seems to be very far away, but it’s not,” he told F1 India broadcaster FanCode.
FD Interest Rates for Senior Citizens: एचडीएफसी बैंक, एक्सिस बैंक और फेडरल बैंक ने अपने फिक्स्ड डिपॉजिट (FD) की ब्याज दरों में बदलाव किया है। ये बैंक आम नागरिकों की तुलना में वरिष्ठ नागरिकों को अधिक ब्याज दर की पेशकश कर रहे हैं।
अगर आप या आपके घर के सीनियर सिटीजन ₹3 करोड़ से कम की एफडी में निवेश की योजना बना रहे हैं, तो जानिए किस बैंक में सबसे ज्यादा रिटर्न मिल रहा है और निवेश करने से पहले किन जरूरी बातों पर ध्यान देना चाहिए।
वरिष्ठ नागरिकों के लिए FD ब्याज दरें
तीन प्रमुख बैंकों द्वारा सीनियर सिटीजन्स को दी जाने वाली अधिकतम और सामान्य ब्याज दरों की तुलना:
Axis Bank दे रहा है सबसे ज्यादा 7.25% ब्याज
एक्सिस बैंक ने अपने डोमेस्टिक एफडी रेट्स में संशोधन किया है। बैंक वरिष्ठ नागरिकों को सबसे आकर्षक ब्याज दर की पेशकश कर रहा है। 5 साल से लेकर 10 साल तक की लंबी अवधि की एफडी पर अधिकतम 7.25% प्रति वर्ष का ब्याज दे रहा है। सीनियर सिटीजन्स के लिए कुल ब्याज दरें 3.50% से 7.25% के बीच हैं।
Federal Bank 48 महीने की FD पर 7.20% रिटर्न
फेडरल बैंक ने भी ₹3 करोड़ से कम की फिक्स्ड डिपॉजिट पर ब्याज दरों में बदलाव किया है। बैंक अधिकतम 7.20% का ब्याज प्रति वर्ष दे रहा है जो 48 महीने यानी 4 साल की एफडी कराने पर मिलेगी। ऐसे ही 15 महीने की एफडी पर 7.15% और 24 महीने से 48 महीने से कम की एफडी पर 7.00% का ब्याज दिया जा रहा है।
HDFC Bank: लंबी अवधि की एफडी पर बढ़ीं दरें
देश के सबसे बड़े प्राइवेट बैंक HDFC Bank ने कुछ स्पेशल अवधियों के लिए दरों में बढ़ोतरी की है। बैंक अधिकतम ब्याज दर 7.10% प्रति वर्ष दे रहा है जो पहले 7.00% थी। 3 साल 1 दिन से लेकर 4 साल 7 महीने से कम की अवधि वाली एफडी पर 7.10% का ब्याज मिलेगा।
FD कराने से पहले ध्यान रखें ये 3 जरूरी बातें
केवल सबसे ऊंची ब्याज दर देखकर ही फिक्स्ड डिपॉजिट में पैसा न लगाएं। निवेश से पहले इन 3 पहलुओं का मूल्यांकन जरूर करें:
लॉक-इन अवधि: देखें कि आपका पैसा कितने समय के लिए ब्लॉक हो रहा है। अगर आपको बीच में पैसों की जरूरत पड़ सकती है, तो बहुत लंबी अवधि की एफडी चुनने से बचें।
समय से पहले निकासी शुल्क: मैच्योरिटी से पहले एफडी तोड़ने पर बैंक कितना पेनाल्टी या चार्ज काटते हैं, इसकी जानकारी पहले ही ले लें।
ब्याज पर टैक्स: एफडी से मिलने वाला ब्याज पूरी तरह से कर योग्य होता है। आयकर कानून की धारा 80TTB के तहत वरिष्ठ नागरिकों को एक वित्तीय वर्ष में एफडी/सेविंग्स ब्याज पर ₹50,000 तक की छूट मिलती है। इससे अधिक ब्याज होने पर टीडीएस कटता है।
Disclaimer: यहां मुहैया जानकारी सिर्फ सूचना के लिए दी जा रही है। यहां बताना जरूरी है कि मार्केट में निवेश बाजार जोखिमों के अधीन है। निवेशक के तौर पर पैसा लगाने से पहले हमेशा एक्सपर्ट से सलाह लें। मनीकंट्रोल की तरफ से किसी को भी पैसा लगाने की यहां कभी भी सलाह नहीं दी जाती है।
While aftermarket CNG conversions are not new, with the rise in fuel prices, there has been a noticeable spike in interest surrounding them. Although there are more factory-fitted CNG cars on the market than ever before, several models still do not give you the option. Not to mention, existing car owners are increasingly looking to convert their cars to CNG to reduce running costs.
Naturally, this increased interest brings up several questions about the technology, the installation, the legalities and more. We thus teamed up with Lovato CNG’s authorised distributor in Maharashtra, Blue Drive Traders, as well as Lets Go CNG and its authorised installer in Mumbai, M.S Motors, to answer questions about CNG conversions.
Know your CNG kit
There are three broad types of kits available on the market today. The oldest is the Venturi type, typically used for cars that are Bharat Stage 3-compatible and older. These use a Venturi mixer, similar to a carburettor, that mixes CNG with air before it is injected into the intake manifold. They are the most affordable, usually costing between Rs 30,000 and Rs 40,000, including installation and registration, but they are not the most efficient and bring a significant drop in performance. Since the cars they are compatible with are also reaching the end of their lifecycle, these kits are gradually being phased out.
Modern naturally aspirated MPFI cars require a sequential type kit. These use individual injectors that inject CNG directly into the intake manifold and feature their own ECU that controls timing, volume and other parameters based on RPM and driver inputs. These are much more fuel-efficient, and the drop in performance is nominal in everyday driving conditions. Like the older Venturi kits, these too require the car to be started on petrol before switching over to CNG. However, they automate the process by making the switch once a certain engine temperature is reached. Prices vary depending on the manufacturer and the specifications of each kit, ranging from Rs 40,000-Rs 50,000 for older BS4 cars, to Rs 50,000-Rs 65,000 for smaller BS6 cars, stretching to Rs 70,000-Rs 75,000 for larger cars that require an eight-injector kit.
The newest type of kit to hit the market is the direct-injection kit, used for cars with direct petrol injection. Like sequential kits, these too inject CNG into the intake manifold. However, direct-injection engines cannot run purely on CNG. The fuel injectors in a DI engine sit within the combustion chamber, so to prevent them from overheating, a small amount of petrol still needs to be injected through them even when running on CNG. Therefore, a turbocharged direct-injection engine can only run on a maximum 80:20 ratio of CNG and petrol. As a result, fuel efficiency gains are not quite as high as with a naturally aspirated engine, and kit prices range from Rs 1 lakh to Rs 1.5 lakh, thus pushing the breakeven point further away.
What’s in the box?
The largest and heaviest component of a typical CNG kit is the tank itself. Made from seamless steel, these can weigh close to 70kg empty, with volumetric capacities ranging from 60 to 65 litres. Metal-lined composite cylinders and carbon fibre-reinforced plastic cylinders are also now available, and while they are significantly lighter, they usually cost two or three times more. Attached to the tank is a valve with a manual shut-off.
The filling valve, through which CNG is filled, can either be placed under the bonnet or beside the petrol filler cap, depending on the vehicle. Transporting the gas from the tank to the pressure reducer under the bonnet is high-pressure tubing made from carbon steel and coated in polymers. The reducer has a pressure gauge and lowers gas pressure from about 200bar in the tank to a manageable 2-3 bar. From here, the gas is routed to the injector rail that sits atop the engine, which further distributes it to nozzles drilled into the intake manifold via reinforced rubber hoses. Between the reducer and the injector rail sits a Manifold Absolute Pressure (MAP) sensor to measure the pressure as well as the temperature of the gas. There is also an optional filter to remove any impurities in the line.
Controlling the injector rail is an Electronic Control Unit (ECU) that uses signals from the MAP sensor and communicates with the car’s original ECU to dictate the amount of CNG being injected and the timing. Modern kits also come with a comprehensive wiring harness that can plug into the car’s original wiring via OBD connectors. Older pre-BS6 cars, however, may require some wire splicing. Optionally available is an Advancer, which advances ignition timing when running on CNG and negates some of the power loss, particularly on smaller-capacity engines. Some sedans and hatchbacks also require a rear coil spring spacer to compensate for the added weight of the tank in the boot.
How a CNG kit is installed
A professional CNG installation takes around 4 to 5 hours to complete. Here’s what happens behind the workshop doors.
Health check
The engine is inspected to ensure it’s suitable for CNG conversion. A basic service is performed if required, with spark plugs and ignition coils replaced as needed and the throttle body cleaned.
Components positioned
The reducer and its pressure gauge are mocked up in the engine bay before mounting points are marked and drilled. The filler valve may be located alongside them or next to the petrol filler cap, depending on the vehicle.
Injectors installed
The CNG injector rail is mounted on its dedicated bracket close to the petrol injectors. This will send CNG to corresponding nozzles that are drilled and fitted into the vehicle’s plastic intake manifold.
ECU wired in
The CNG ECU is mounted alongside the factory ECU and connected to the vehicle’s wiring loom. The harness is neatly routed and secured away from heat and moving parts.
Plumbing completed
Reinforced rubber gas hoses are cut to length and connected between the reducer, injector rail and the intake manifold. A MAP sensor and a filter are also installed as part of the system.
Tank prepared
The CNG tank is temporarily mounted to a rig that holds it in place while the shut-off valve and associated fittings are installed before everything is torqued down.
Tank frame installed
The mounting frame is positioned inside the boot, holes are drilled through the floor, and reinforced brackets securely bolt it to the vehicle’s structure.
Tank fitted
The CNG cylinder is secured to the frame using heavy-duty metal straps and bolts before being covered with a carpeted shroud for a neat factory-like finish.
High-pressure line routed
Polymer-coated steel high-pressure pipes are routed beneath the car, connecting the CNG filler valve, the tank and the reducer under the bonnet.
Electrical connections
The remaining wiring is completed and a dashboard-mounted CNG switch is installed, allowing the driver to monitor fuel level and switch between petrol and CNG.
Leak test
Around 2kg of CNG is added and every connection is checked using an electronic gas detector and good old-fashioned soap solution to ensure the entire system is leak-free.
Calibration and road test
The system is calibrated using dedicated software to optimise fuel delivery and switchover settings. A final road test confirms performance before the vehicle is delivered to the customer.
Why go aftermarket?
On average, an aftermarket CNG installation costs around 25 to 30 percent less than the premium a factory-fitted CNG variant commands over its petrol counterpart. However, this alone is not enough to swing the scales in favour of the aftermarket due to the disadvantages we will get into later. The bigger advantage the aftermarket holds is the ability to convert models or variants that do not come with a CNG option. For instance, Maruti Suzuki only offers its factory-fitted CNG cars with a manual transmission, so if you want one with an automatic, an aftermarket CNG kit is your only option.
Similarly, popular SUVs like the Hyundai Creta and Kia Seltos are not available in CNG guise, which leads many owners to turn to the aftermarket. Owners of older cars, or those buying used cars, can also convert them to CNG for a fairly affordable price and enjoy significantly lower running costs. CNG is spark-ignited, thus only petrol cars can be converted to run on the gas. Since diesel cars use compression-ignition, they would need far too many modifications to make this possible. Strong hybrids are also not recommended for conversions, as here, the engine keeps switching on and off too often, which makes CNG calibration complex. Cars that are not in good mechanical shape should also not be converted to CNG, as the conversion can take a toll on the overall engine health.
For a car in generally good shape, aftermarket kits are proving to be reliable in the long run, provided they are well maintained. Most modern sequential kits from brands like Lovato and Mijo are also comparable in quality to OEM systems, and reputed, authorised installers are able to achieve near-OEM levels of fitment.
The catch
Fitting an aftermarket CNG kit – even if it is government-approved and fitted by an authorised installer – is grounds for the manufacturer warranty to be voided. While some brands may still honour warranty claims that are unrelated to the powertrain, it remains a grey area. Some dealer-fitted CNG kits do retain the factory warranty, while others provide a third-party warranty in its place.
Aftermarket installers have also begun offering third-party warranties in collaboration with insurance companies to provide coverage in place of the factory warranty. This, however, is in addition to the cost of the CNG kit. The kits themselves generally come with a warranty ranging from one to two years.
Packaging is also one area where the aftermarket trails OEMs. While Maruti, Tata and Hyundai are now offering underbody and dual-tank setups to retain a usable boot, the aftermarket still largely uses larger single tanks that take up more space.
Staying fit
As per law, any CNG tank – aftermarket or OEM fit – must be hydrotested every three years. For this, the tank must be removed from the vehicle and sent to a dedicated facility. While the process itself takes only a couple of hours, hydrotesting facilities are usually located outside major cities, adding transport time to the process. A hydrotest typically costs around Rs 3,000 per tank.
The CNG filter should also be replaced at the same three-year or 10,000km interval, whichever comes first. This typically costs under Rs 1,000 and is fairly straightforward. It is also recommended to drive on petrol at least 10 percent of the time to keep the fuel system healthy. Finally, it is important that the engine’s service schedule is strictly followed.
The legal bit
Aftermarket CNG installations are legal as long as the kit is government-approved, fitted by an approved installer and the registration certificate (RC) is updated accordingly. Most approved installers will handle the RC update at the Regional Transport Office (RTO) as part of the service. Once this is complete, the owner must also update the insurance provider.
The verdict
Maruti Ertiga’s factory-fitted CNG tank shown for representative purposes only.
There is no denying the running cost advantage that CNG provides. However, when buying a brand-new car, a factory-fitted CNG version is still preferable to an aftermarket conversion simply because of the peace of mind. Once a car is out of warranty, though, a CNG conversion makes a great deal of sense. In most cases, the cost of the kit can be recouped within a couple of years, even with an average monthly running of around 1,500km.
However, the installer is just as important as the kit. Always opt for government-approved kits installed by approved installers with a strong reputation. Wherever possible, insist the installation is carried out without splicing into the original wiring and follow the recommended service schedule to ensure your car stays reliable.
Mahindra has extended its Battery-as-a-Service (BaaS) ownership programme to the XEV 9S and the XEV 9e. Under BaaS, prices start at Rs 12.65 lakh for the XEV 9S and at Rs 13.90 lakh for the XEV 9e (all ex-showroom), and an additional Rs 3.75 per km will be charged for the battery. All of Mahindra’s born EVs are now available under the BaaS programme.
XEV 9S and XEV 9e starting price reduced by Rs 8 lakh with BaaS
Rs 3.75 to be charged additionally for each kilometre driven
The BaaS program essentially brings down the entry price of both the XEV 9e and the XEV 9S by Rs 8 lakh, which is significant saving on the upfront cost of the vehicle. For reference, prices for the XE 9S start from Rs 20.65 lakh, while the XEV 9e is priced from Rs 21.90 lakh (ex-showroom, without charger)
Additionally, Mahindra has also extended the BaaS program to all variants of the BE 6 Sporteq – until now, it was only available on the Pack One and Pack Two trims with the smaller 59kWh battery. Mahindra, however, hasn’t revealed the exact variant-wise break up of BaaS prices for each of three EVs.
The separate battery financing model carries an effective running cost calculated at Rs 3.75 per kilometre, based on an initial monthly battery EMI of Rs 6,975 assuming a daily running average of 60 kilometres alongside a specified down payment.
What is BaaS?
BaaS is a pricing structure that excludes the cost of an EV’s battery pack from its ex-showroom price, affording the buyer a substantially lower upfront cost. The battery cost is then financed per kilometre of usage for a certain tenure and interest rate, depending on the financier. It’s worth noting, though, that charging expenditures are not included in the battery usage costs.
JSW-MG Motor India was the first carmaker to offer BaaS with the Windsor. Since then, several other electric carmakers such as Tata Motors, Maruti, Toyota, Hyundai and Citroen have adopted this pricing strategy to advance electric vehicle adoption. Mahindra is now the latest carmaker to adopt the BaaS model, although acceptance of BaaS among EV buyers is still very limited.
MG launched the Hector Tomahawk in India in both all-electric (EV) and plug-in hybrid (PHEV) versions, with prices starting from Rs 19.50 lakh and Rs 25.70 lakh, respectively. Both models are offered with a lot of new-age technology and have piqued the interest of enthusiasts. Here’s everything you need to know about the MG Hector Tomahawk EV and Hector Tomahawk PHEV.
1. What are the exterior differences between the EV and PHEV?
Both versions get different grilles, front bumpers, and alloy wheels
Both the Hector Tomahawk’s EV and PHEV versions have some design differences. While the EV gets a blanked-off gloss-black grille, the PHEV gets a functional grille with chrome inserts and black trims underneath the headlights. The front bumper design is also different, with the PHEV getting a silver bullbar-like element in the centre that the EV misses. The headlights and illuminated MG logo are, however, shared.
Not much is different in the side profile, except for the 18-inch alloy designs and red callipers on the top-spec Hector Tomahawk PHEV. If you opt for a dual-tone shade, the EV will have a black roof, while the PHEV will have a white roof. The rear design, however, is identical for both versions of the SUV.
2. What are the interior differences between the EV and PHEV?
Save for a luggage cover and different cabin themes, everything else is the same
MG Hector Tomahawk EV gets a beige and black cabin theme.
Save for a rolling luggage shade on the 5-seater variants of the EV, and a different cabin theme – brown and black on the EV and a darker brown and black on the PHEV – there is no visible difference. Everything else is the same, including the feature suite: a 15.6-inch touchscreen infotainment system, an 8.8-inch digital driver’s display, a 10-speaker Infinity sound system, a panoramic sunroof, powered and ventilated front seats with memory function for the driver’s seat, and a 50W fast wireless charger.
MG Hector Tomahawk PHEV gets a brown and black cabin theme.
The safety suite is also identical in both Hector Tomahawk versions, which includes 6 airbags, a 360-degree camera with an under-bonnet view, Level 2 advanced driver assistance systems (ADAS) and a tyre pressure monitoring system (TPMS).
3. What is the boot space on the MG Hector Tomahawk EV and PHEV?
EV and PHEV versions offer up to 610 litres and 192 litres of boot space, respectively
5-seater MG Hector Tomahawk EV’s boot space.
The MG Hector Tomahawk EV is offered in either a 5-seater or a 7-seater version. The 5-seater offers 610-litre boot space, with all rows up, which can be expanded to 1,053 litres by folding down the rear row. The 7-seater version offers a 192-litre boot space with all rows up, and 528 litres when the third row is folded.
The PHEV, offered only as a 7-seater, offers 192-litre boot space like the EV’s 7-seater version, expandable to 528 litres by folding the third row. Neither the EV nor the PHEV version of the Hector Tomahawk are offered with a frunk (storage space under the bonnet).
4. What are the powertrain specifications of the MG Hector Tomahawk PHEV and EV?
PHEV gets a 1.5L engine and 20.5kWh battery; EV offers a 69.2kWh battery pack
The MG Hector Tomahawk PHEV gets a 1.5-litre naturally aspirated petrol engine and a 20.5kWh battery pack, offering a combined output of 198hp and 230Nm. The front-wheel-drive (FWD) SUV has an all-electric range of around 115km and a total range including the petrol engine of around 1,100km.
The MG Hector Tomahawk EV, on the other hand, gets a 69.2kWh battery pack, mated to a front-axle-mounted electric motor producing 204hp and 310Nm. It has a claimed range of 517km.
5. Can the Hector Tomahawk PHEV be charged at a public EV charging station?
It supports 25kW DC fast charging
Yes, being a plug-in hybrid (PHEV), the MG Hector Tomahawk PHEV supports 25kW DC fast charging. This can replenish the battery from 30 to 80 percent in 35 minutes, like a typical EV. MG is also offering it with a 3.3kW home charger, which can recharge the battery pack from 10 to 100 percent in 7.5 hours.
6. Are the MG Tomahawk EV and PHEV more affordable with BaaS?
BaaS reduces the EV’s and PHEV’s initial prices by up to Rs 6.01 lakh and 3.91 lakh, respectively
MG Hector Tomahawk EV, PHEV BaaS vs non-BaaS prices (in Rs, lakh)
Without BaaS
With BaaS
Initial cost difference
EV
19.50 to 23.50
13.99 to 17.49*
Up to 6.01
PHEV
25.70 to 27.80
21.79 to 23.89^
3.91
*Battery subscription fee is Rs 4.9 per km per month
^Asks for a battery subscription fee of Rs 3.2 per km per month
The BaaS (Battery-as-a-Service) option reduces the upfront price of the MG Hector Tomahawk EV by Rs 6.01 lakh and the PHEV by Rs 3.91 lakh. However, you then pay a battery rental fee for every kilometre you drive: Rs 4.90 per km for the EV and Rs 3.20 per km for the PHEV. At these rates, the upfront savings from BaaS are effectively used up after around 1.22 lakh km. The break-even point is 1,22,653 km for the EV and 1,22,187 km for the PHEV.
In simple terms, if you expect to drive less than 1.22 lakh km over the entire ownership period, BaaS could be the more affordable option because of its lower initial cost. However, if you plan to drive more than 1.22 lakh km, buying the Hector Tomahawk with the battery included is likely to save you more money in the long run.
There is also another factor to consider. Under the BaaS plan, you do not own the battery, so your long-term costs depend on the rental agreement. If MG increases the per-kilometre fee or changes the contract in the future, your running costs could also increase. So, while BaaS would be more affordable for most buyers, purchasing the vehicle with the battery included may offer greater certainty in running cost calculations.
At its 2026 CEO Investor Day, Hyundai formally announced that it will bring next-gen versions of the Creta midsize SUV and i10 hatchback to India before 2030. We’ve known for quite some time that a new-gen Creta is in the works – test mules have been spied in India too – and we even reported on the next-gen i10’s launch timeline back in 2024.
Next-gen Hyundai Creta
The new Creta is likely to ride on the same K3 platform that underpins the second-gen Kia Seltos. Test mules of the next-gen Creta indicate that the SUV will grow in size and sport boxier proportions, while the interior is expected to get a fresh design, Hyundai’s new Pleos Connect infotainment interface, and an enhanced feature set.
Under the bonnet, the new Creta is anticipated to carry over the existing model’s 115hp 1.5-litre naturally aspirated petrol, 160hp 1.5-litre direct-injection turbo-petrol, and 116hp 1.5-litre diesel engines, along with their respective gearbox options. In addition to those, Hyundai is likely to introduce a strong-hybrid powertrain for the next-gen Creta, which could be based on the 1.5-litre naturally aspirated petrol engine.
Third-gen Hyundai Creta test mule. Image credit: Raspberry via Autospy.net
We expect the third-gen Creta to launch sometime in 2027, possibly in the second half of the year. The current-gen Creta was first launched in 2020 and received a major facelift in 2024. However, with the recent barrage of all-new midsize SUV rivals like the Tata Sierra, Renault Duster, Nissan Tekton, and the aforementioned second-gen Seltos, the Creta is due a generational update.
Next-gen Hyundai i10
Details are scarce about the next-gen i10, but hatchback could make the switch to a new platform. Thorough redesigns for the exterior and interior, along with a bolstered list of features, are expected. As for engine options, the new i10 is expected to use the current model’s 1.2-litre naturally aspirated engine, which is available in 83hp petrol and 69hp CNG guises. Manual and AMT gearbox options are also anticipated to be retained.
Current Hyundai Grand i10 Nios. Image used for representation only.
According to our prior report, the next-gen i10 is likely to launch in India by late 2027, which would mark a gap of around eight years following the arrival of the current Grand i10 Nios in 2019. More significantly, the next-gen i10 will reinforce Hyundai’s presence in the small-car segment, which has seen renewed interest following the 2025 GST cuts.
Mercedes-Benz has revealed the long-wheelbase version of the GLE SUV, called the GLE L, at the 2026 Chengdu Auto Show in China. Currently built in China, the Mercedes-Benz GLE L has a 120mm longer wheelbase than the standard-wheelbase model and is offered with two turbo-petrol engine options.
Engine options include 2.0L 4-cyl turbo-petrol and 3.0L 6-cyl turbo-petrol mills
Gets a boss mode feature that tilts the front passenger seat by 10.91 degrees
Also features new rear seat entertainment screens and a China-specific AI assistant
Mercedes-Benz GLE L: All you need to know
Gets a new boss mode and rear entertainment screens
What’s new is a boss mode feature, which tilts the front passenger seat by 10.91 degrees for enhanced rear-seat comfort. Mercedes states that this feature is derived from the more opulent Maybach GLS. The GLE L also gets new rear seat entertainment screens and an indigenous AI assistant.
Offers two turbo-petrol engines, which are the same as the standard-wheelbase model
Mercedes-Benz will offer the GLE L in two trim levels: 350 L 4Matic and 450 L 4Matic, with the same turbo-petrol engine options as the standard-wheelbase model. The ‘350’ has a 2.0-litre four-cylinder turbo-petrol engine producing 258hp and 400Nm, while the ‘450’ has a 3.0-litre inline-six turbo-petrol engine that produces 381hp and 560Nm. Both the engines are available with a 45V mild-hybrid assist and are mated to a 9-speed automatic transmission that sends power to all four wheels (AWD).
Notably, the standard-wheelbase GLE is also offered in a ‘580’ version with a 537hp, 4-litre twin-turbo V8, a plug-in-hybrid ‘450e’, and two diesel versions: 350d and 450d.
Everything else is similar to the standard-wheelbase model
Save for the additional wheelbase and redesigned alloy wheels, there is no difference in how the Mercedes-Benz GLE LWB looks compared to the standard-wheelbase model. It continues with a gloss-black grille with a chrome surround and a plethora of tristar elements, and the same dual-barrel headlights with tristar-shaped LED DRLs. The rear design is also identical, with wraparound taillights sporting triangular LED elements, joined by a black trim and dual exhaust tips.
The interior design of the China-spec GLE L is identical to the standard-wheelbase SUV. It features three 12.3-inch screens on the dashboard, one each for the instrumentation, infotainment and front passenger entertainment, and a 3-spoke steering wheel with touch-enabled buttons and physical rocker and roller toggles.
There is no word from Mercedes-Benz about the long-wheelbase GLE’s India launch. The manufacturer offers the E-Class and the V-Class in their respective long-wheelbase avatars in the country. Moreover, there is a growing interest in long-wheelbase cars in the luxury segment, which could make the GLE L an interesting proposition in India. Interestingly, the GLE’s prime rival, the BMW X5, is slated to launch in India in 2027 in a long-wheelbase avatar.
The Skoda Kushaq was updated earlier this year with much-needed improvements, and continues to offer 1.0-litre and 1.5-litre direct-injection turbo-petrol engines. In the interest of better fuel efficiency, the carmaker introduced a new automatic gearbox for the former engine option, replacing the older 6-speed unit. We’ve tested the updated Kushaq’s fuel efficiency with this new gearbox and compared it with the real-world fuel efficiency figures with the larger, more powerful 1.5 TSI engine.
Skoda Kushaq 1.0 AT vs 1.5 DCT: Specifications
1.5 unit develops more power, while the 1.0 has a much lighter kerb weight
Skoda Kushaq 1.0 AT vs 1.5 DCT:
Kushaq 1.0
Kushaq 1.5
Engine
3 cyls, turbo-petrol
4 cyls, turbo-petrol
Displacement (cc)
999
1,498
Power (hp)
115
150
Torque (Nm)
178
250
Gearbox
8AT
7DCT
Fuel tank capacity (litres)
50
50
Kerb weight (kg)
1,270 – 1,300
1,321 – 1,322
While the smaller 1.0 TSI develops 115hp and 178Nm, the 1.5 TSI mill outputs 150hp and 250Nm. In automatic guise, the former is paired to an 8-speed torque converter gearbox while the latter is paired to a 7-speed DCT. Additionally, both come with an auto engine start/stop system, but only the 1.5 TSI comes with cylinder deactivation technology, a feature that shuts off operation of two of the four cylinders depending on throttle input and engine load to curb fuel consumption. Both come with identical 50-litre fuel tanks, but the smaller 1.0 TSI helps it have a lighter kerb weight than the 1.5 TSI.
Skoda Kushaq 1.0 AT vs 1.5 DCT: Real-world fuel efficiency
1.0 AT delivers better efficiency, but the gap isn’t huge
In our real-world fuel efficiency tests, the Kushaq 1.0 TSI AT averaged better than the 1.5 TSI DCT by 0.48kpl. In the city, the 1.0 TSI was more efficient than the 1.5 TSI by 1.15kpl. This is because of the 1.0’s lighter kerb weight and aggressive start/stop system. In contrast, the 1.5’s twin-cylinder deactivation tech helped it be more efficient on the highway than the 1.0 by 0.19kpl. Overall, the gap in real-world efficiency is slightly higher than their ARAI-claimed figures (0.48kpl vs 0.37kpl).
Skoda Kushaq 1.0 AT vs 1.5 DCT: Price
Availability from lower trims makes the 1.0 AT much more affordable than the 1.5 DCT
Skoda Kushaq 1.0 AT vs 1.5 DCT: Price
Kushaq 1.0 TSI
Kushaq 1.5 TSI
Petrol automatic price range (Rs lakh)
12.89 – 17.89
18.79 – 18.99
As the Kushaq’s 1.5 TSI automatic is limited to top-spec variants, it is Rs 5.9 lakh pricier than the 1.0 TSI automatic. In fact, even in top-spec guise, the latter powertrain combo is Rs 1 lakh cheaper than the former.
Autocar India’s fuel-efficiency testing
Before our real-world fuel-efficiency tests, we fill our test cars’ tanks to the brim and maintain tyre pressures based on the manufacturer’s recommendations. These cars are driven in fixed city and highway loops in and around Navi Mumbai, and we maintain certain average speeds. Throughout the tests, there is only one person in each car, operating the air conditioner and other electricals, such as the audio system, indicators and wipers, when required, just like a regular user would. Periodic driver swaps further neutralise variations in driver patterns. At the end of each cycle, we calculate efficiency by filling the tanks to full again.
In the analogue age, I planned road trips with paper maps, fluorescent highlighters and dog-eared guidebooks. Lately, however, Uncle Claude and Aunty Gemini have lured me into the world of artificial intelligence. When I asked them to suggest an adventurous drive through south Utah, they both recommended similar itineraries. It was like asking the chef at a dhaba to surprise me with something unusual and being served butter chicken instead. Zion, Bryce Canyon and Arches. Three magnificent National Parks connected by smooth highways and comfortable hotels.
Our search engine for Utah beyond the tourist trail. No signal required.
This route hits Utah’s greatest highlights, featuring soaring cliffs, towering hoodoos and delicate sandstone arches. However, the parks are often so busy that sedans circle overflowing car parks, rather like sharks patiently circling a lifeboat. I wanted roads that filtered out sedans and coaches, demanded preparation and delivered adventure, where the SUV became part of the journey rather than mere transport.
So, I turned my back on the algorithm and went analogue. While ordering the DeLorme Utah Atlas, Amazon suggested Freda J. Ryland’s Utah’s Best Kept Secrets, promising another Utah of mesas, switchbacks, unspoiled canyons, lonely dirt roads beyond the cellular umbrella and skies dark enough to make galaxies glow.
Her book was fuel for wanderlust; an invitation into a hidden Utah for those willing to stray off the tarmac. Though its typesetting suggested a clandestine hand-operated press during the Quit India movement, its content was pure gold. Paired with the DeLorme atlas and offline Gaia GPS, the trio was as dependable as egg, bacon and toast. Freda chose the destination, the atlas found the route, and Gaia confirmed where we were. What followed often felt like driving into a fairy tale.
Off-grid Utah demands a dependable 4×4. The Tremor waded rivers, shrugged off loose gravel, tenacious clay and steep gradients, and kept going long after the tarmac lost interest.
None of it would have happened without the Ford Expedition Tremor, our fairy godmother. A tad tubby at over two tonnes, it came with a locking rear differential instead of a magic wand. The twin-turbocharged 3.5-litre EcoBoost V6 dispatched highway miles effortlessly. Once the tarmac disappeared, the Tremor earned its keep, shrugging off clay, loose rock, river crossings and deeply rutted tracks with nonchalant competence.
Follow her gaze. A long-gone artist still finds an audience a thousand years on. Utah is peppered with petroglyphs.
We forayed deeper into Utah’s wild, unadulterated beauty, beyond the tourist grid. To secret trails and solitude, to dinosaur tracks in ancient rock and to petroglyphs spanning two millennia, many still a mystery. I couldn’t help wondering if some ancient scribbling was simply the 2 BC equivalent of ‘Vinod loves Veronica’.
The first road to justify Freda’s confidence was Utah Scenic Byway 12, climbing out of Escalante towards Boulder through the folded canyons of Grand Staircase-Escalante National Monument, among the last regions in the contiguous US to be properly surveyed. Past Calf Creek, the road narrowed onto a hogback, a ribbon of blacktop along a ridge, with the ground dropping hundreds of feet on both sides. Red rock canyons fell open left and right, and for a few minutes it felt like driving along the spine of the Earth.
The windscreen became Utah’s widescreen, live streaming breathtaking views with hardly a break. This is Scenic Byway 12 between Escalante and Boulder.
At Boulder, we turned onto the Burr Trail, first beaten into the landscape by cattleman John Burr in the mid 1800s. Soon the road slipped past Long Canyon, colloquially called Singing Canyon because its towering, tapering walls possess the sort of acoustics that could make a bathroom baritone believe he had missed his calling. I sang a few notes and was astonished when the sandstone tuned my discordant tone to the smoothness of Sinatra.
Then the scenery became rather more serious. In 1948, the Atomic Energy Commission arrived looking for uranium, widening the trail and blasting switchbacks that tumble nearly 800 feet in less than a mile into the Waterpocket Fold, a colossal wrinkle in the earth running nearly a hundred miles across southern Utah, its tilted rock exposed in great bands of colour. We descended towards Ticaboo as the Fold surrendered to open desert.
Morning coffee on the tailgate. The Expedition’s roomy interiors meant we could pull up and spend the night wherever we fancied.
We were hoping to camp at Muley Point, but we hadn’t accounted for Utah waylaying us with stupendous scenery, another slot canyon or lonely butte persuading us to stop every few miles. Around sunset, Muley Point was still hours away, so we turned into a secluded canyon and spent the night there, one of the trip’s happiest failures. We dropped the two rear seat rows into a flatbed, laid out a mattress, and slept under a sunroof full of stars and the Milky Way. We had camped at the base of the Henry Mountains, so remote that surveyors called them the Unknown Mountains until 1869.
The next morning, we pushed on to Muley Point through Bears Ears National Monument, named for a pair of buttes that really do resemble a bear’s ears poking above the treeline. An unmarked turn led to Muley Point, where the land simply stops a thousand feet above the San Juan River’s looping canyons, with views stretching to Monument Valley.
Look at the rocks above the Expedition. See anything? Someone did, and named it Lady in the Bathtub. Now try unseeing it. Welcome to the Valley of the Gods, where mesas and buttes come with wonderfully imaginative names.
Our next destination was the Valley of the Gods, the guidebook’s hidden Monument Valley twin. But first came the Moki Dugway, three miles of unpaved switchbacks blasted into Cedar Mesa in 1958 for trucks hauling uranium ore, dropping 1,100 feet at an 11 percent grade. The Tremor accepted the challenge with the calm assurance of a seasoned mountain guide.
At the bottom, a short detour brought us to Goosenecks State Park, where the San Juan River travels almost six miles in meanders to advance barely a mile and a half as the crow flies. From there, we turned into the Valley of the Gods, a dirt road meandering between sandstone monuments, nature’s own sculptures, with eccentric names. One was the Lady in the Bathtub. Had I not known the name, I might have seen only a rock. But once told, there she was, sitting bolt upright at one end of an enormous bath, her hair piled high and her back rather primly straight.
The Shafer Trail looked less like a road and more like a cartographer’s casual squiggle joining the top and bottom of a sandstone cliff. Then we drove it.
We slept another night in the car at the base of Rooster Butte, then rolled into urban Moab, our base for exploring the Needles and Island in the Sky districts of Canyonlands National Park, including the strange geological puzzle of Upheaval Dome. The highlight, though, was driving the Shafer Trail.
From the top, it was hard to believe vehicles drove down what looked like a pencil sketch etched onto a sandstone cliff. The trail began as a foot route, widened for cattle by rancher John “Sog” Shafer, then again in the 1950s for the uranium trucks that shaped the Burr Trail and Moki Dugway.
The Needles, Canyonlands – a forest of red and white banded sandstone spires, stained by iron and carved improbably thin by water patiently working through every crack.
The Expedition tipped over the edge, and we were committed. The Tremor crept down in low range, engine barely above idle, brakes doing quiet, constant work as gravel skittered from under the tyres. Every switchback flung the door mirror out over open air, nothing but red rock and sky where the road should have been, and my stomach dropped a beat before the front wheels found the turn. The cabin stayed eerily composed, no lurch, no scrabble for grip, while everything outside the glass insisted we should be afraid. At the bottom, the Colorado River came into view, and I exhaled properly for the first time in twenty minutes.
The warning isn’t for broken roads, but for deep clay bogs that require the torque and traction of a 4×4 to escape.
The final road I want to tell you about is the 80-mile loop through Cathedral Valley. According to Ms Ryland, this was Capitol Reef at its most remote – towering monoliths, strange badlands and perfect seclusion. At the entrance, a sign minced no words: ‘Road Impassable for Most Vehicles. Travel at Your Own Risk’.
The dirt road climbs through the Bentonite Hills, bands of grey, purple and blue-green clay laid down eighty million years ago in an ancient inland sea, eroded into slopes that look lunar. Beyond them, the land opens onto a high bench where the Temples of the Sun and Moon stand, solitary honey-coloured monoliths like remnants of cathedrals of a long-lost civilisation.
What struck me most, standing before the Temple of the Sun, was how closely its silhouette echoed the thirteenth-century Temple of the Sun I knew well – still standing tall in Konark, Orissa. That was shaped by human hands wielding hammers and chisels, whereas this one by wind and water.
In the Cathedral Valley at The Temple of the Sun. Eighty million years in the making; no chisel required.
Most visitors run the Cathedral Valley Loop clockwise, meeting the Fremont River crossing at the start. We’d gone the other way, so it arrived at the very end, just short of Highway 24. Torrid brown water gushed across our path. Not crossing would mean backtracking 80 miles.
I waded in first to check for stone underfoot rather than clay, reading whether the current had strong opinions about being crossed. Satisfied, I waved the Tremor forward, and my partner drove it straight through, water climbing the doors. Then crossed again to pick me up, and once more just for fun, proof this was a vehicle built to encourage this kind of tomfoolery.
After Cathedral Valley, the long drive back to ordinary life began, the odometer past 1,300 miles. Looking back on those twelve days, I’m glad I chose the path not well trodden, as Robert Frost once suggested, in a digital age where it’s easiest to let the machines pick the route.
A badly printed, albeit meticulously researched book, an atlas, and a Ford that never once flinched had taken us somewhere far better than any algorithm would have dared suggest. Rather than a destination ticked off, Utah became one truly experienced, and that made all the difference.
The essentials
Self-sufficiency matters: A little preparation separates adventure from discomfort.
Water: Carry more than you think you need. We kept 20 litres in the Expedition.
Provisions: Stock up on energy bars, trail mix, fruit, chocolate, canned food, instant noodles, jerky and coffee. A camping stove is invaluable for hot meals in the middle of nowhere.
Fuel: Fill up whenever you can. Distances are vast and stations scarce.
Navigation: Download offline maps and carry a paper atlas. The DeLorme Utah Atlas and Gaia GPS worked well.
Clothing: Hot days, cold nights. Pack a warm layer and a sleeping bag.
Footwear: Sturdy hiking shoes.
Sun protection: A wide-brimmed hat, sunglasses, sunscreen and lip balm.
Vehicle: A high-clearance 4WD.
In-car essentials: First-aid kit, head torch, tyre gauge, air compressor and puncture repair kit.
Allow extra time. Utah ambushes you with one view after another, and the best memories happen at unplanned stops.
Suzuki first showed the e-Access back in January 2025, but it was actually launched only a year later, in January 2026. While the e-Access has definitely lost the first mover advantage in the burgeoning EV market, has it at least come prepared?
e-Access Design and Features – 6/10
Unusual design won’t be to everyone’s tastes, features aren’t ground-breaking.
The e-Access is a ground-up new product, which has very little shared with its massively popular petrol-powered namesake. Its design is a clean-sheet one, and most people found it quite polarising. The swooping, double ‘duck-bill’ front end, mated to a contrasting, boxy rear section, doesn’t really gel well cohesively. Like all Suzuki two-wheelers, the e-Access feels solidly built, and the quality is quite decent too.
Decent is also a good way to describe its feature set, which includes the same bright and logically laid-out 4.2-inch TFT display as the 125cc Access and Burgman Street. In terms of riding modes, there are 3 in total – Eco, Ride B and Ride A – but on the move, you can only switch between Eco and either of the Ride modes. Both Ride A and Ride B give you full power, and the only difference is in the levels of regenerative braking. A has stronger regen, while in B, it is more gentle. To toggle between A and B, you have to be at a standstill, and this is a needless hoop to jump through.
Keyless ignition convenient to have, and very few e-scooters offer it today.
The feature set also includes a very convenient keyless ignition system, a spacious, open cubby on the front apron with a USB-A charger and an oddly-shaped, very small 17-litre underseat boot. In an age where most rivals routinely offer 30-35 litres of boot space, the e-Access falls woefully short, and in fact, even the latest-gen ICE Access gives you more.
17L boot feels archaic today, charger cables need to be folded just right to fit inside.
It comes with a reasonably sized 600W charger, which took 6 hours flat to top up a flat battery to full. Suzuki also provides a well-thought-out bag in which you can store the charger, which is another neat touch. However, if you don’t pack the charger’s cables just right and place the bag inside the boot, it won’t close. Moreover, once the charger is in the boot, there’s very little free space available. This is a consequence of Suzuki positioning the batteries under the seat, which also has some ramifications on the scooter’s handling, but more on that later.
One silver lining is that the e-Access’ seat stays in the position you leave it in once you open it, courtesy of a small spring-loaded mechanism at the hinge, which is quite a neat touch.
Seat stays open on its own without needing to keep it manually propped open.
e-Access Performance and Range – 6/10
Range and performance are just about adequate.
Every EV has shortcomings, but the important question is, can they be overlooked in the interest of the savings it brings via lower running costs? Unlike most mainstream manufacturers, which use NMC (Nickel Manganese Cobalt) batteries, Suzuki has chosen LFP (Lithium Ferrous Phosphate) chemistry for the e-Access. LFP cells typically have a longer life and lower risk of thermal runaway incidents, but the trade-off is lower energy density, and ergo, lower range.
Neutral ergonomics and well-judged suspension help keep you comfortable.
With a 3.072kWh LFP battery pack and a claimed 95km IDC range, range was never going to be the e-Access’ USP. In our tests, using Ride A mode (maximum power, maximum regenerative braking), we managed to cover a little over 88km on a single charge. This is a decent number in isolation, but quite a bit lower compared to rivals with similarly sized batteries, which can cover upwards of 100km.
One positive is that, once the range indicator had calibrated to our riding style, its predictions proved to be accurate, and the number shown on screen could be relied upon as the actual distance you’d go. Using Eco mode will obviously increase range on a single charge, but performance will be much gentler. What is nice is that even in Eco, the e-Access can maintain pace with big-city traffic as well as climb flyovers.
Motor delivers power in a predictable, unhurried manner, but the powertrain is quite noisy.
While the performance never feels inadequate, it is definitely a letdown on a machine bearing the ‘Access’ badge. In our tests, the e-Access took nearly 12 seconds to complete the 0-60kph sprint, which not only makes it slower than most other well-known e-scooters, but also much slower than the Access 125 that takes 7.68s for the same test. In fact, its performance, even in the most powerful Ride A mode, is so mellow that even the gentle Honda Activa 110 would leave it in the dust in a traffic-light grand prix. Another bug bear we have with the e-Access’ powertrain is that the powertrain is on the noisier side among all the reputed EVs on sale today.
e-Access Ride and Handling – 7/10
It’s light, easy and intuitive to ride, but over-eager handling is a mismatch.
To sit on, the e-Access feels pleasantly ‘normal’, and while this is certainly a compact machine, taller riders will be reasonably accommodated. However, while its low 765mm perch will be welcoming for shorter folks, riders over 6 feet will find it a bit too low. With a flat seat, spacious floorboard and well-tuned suspension, the e-Access is quite a comfortable machine and will isolate you to a great degree from all but the worst of bumps on our roads.
Suspension is well set up and shields you from bumps, but is more taut than floaty.
Like the new Burgman, its suspension is not overtly soft and feels quite taut, which isn’t necessarily a deal breaker, but something to watch out for. Braking power is quite good, although the lack of ABS and a sharp bite mean you have to be mindful when slowing down.
Brakes work well, but are quite sharp and bitey. Lack of ABS is a downer at this price.
At 122kg, it is fairly light, and slicing through traffic is a breeze. In fact, the scooter displays a tendency to lean over onto its side quicker than you’d expect, which is partly down to its smaller 12-in wheels and thinner tyres. It is also another consequence of Suzuki mounting the battery pack vertically under the seat. As a result of the centre of gravity being fairly high, the e-Access almost ‘falls’ into a corner, and this behaviour won’t be to everyone’s liking.
e-Access Price and Verdict – 6/10
All said and done, it’s not the average features, tiny storage area, mellow performance or lacklustre range which will dissuade you from buying it. These are all things that buyers could overlook in exchange for the quality assurance that comes with the Suzuki Access name. However, the deal breaker here is the super-steep Rs 1.92 lakh asking price, which is very difficult to justify when similarly specced, proven options from reputed Indian brands like TVS, Bajaj, Vida (Hero) and Ather cost up to Rs 60,000 less.
Gets some things right, but it’s far too expensive.
The e-Access gets some things right, like good comfort, and has typical Japanese strengths, like the promise of reliability, longevity and good quality. However, today’s market values a good price point without compromising on range, storage and quick charging times. For the e-Access to follow in the successful footsteps of its ICE namesake, simply leveraging an established name and charging an unreasonably stiff premium for it is unlikely to pay off.
