Luxury in an MPV is about more than having room for seven. It is about how that space is used, how effortlessly the occupants can settle in, and how much the car does to make every journey comfortable. The MG M9 brings together the practicality of a three-row MPV and the refinement of an electric powertrain, with a host of features that make time spent on the move feel a little more indulgent. Here are six highlights that make it stand out.
Lounge On Wheels
Massive wheelbase gives the M9 an imposing presence and liberates room in the cabin.
The M9’s 5.2-metre length, 2-metre width and 3.2-metre wheelbase give it the proportions to create a spacious, airy cabin. But it is the second row that makes the biggest impression. Two individual Presidential captain’s chairs offer 16-way electric adjustment, heating, ventilation, massage functions and extendable leg rests. The Boss Mode function moves the front passenger seat forward to create additional legroom, letting rear occupants stretch out and recline. It is a space designed for unwinding, not just getting from one place to another.
Space For Everyone
The aptly called Presidential captain’s chairs are even fit for a king.
While the second row gets the headline features, the M9 is designed to make all three rows usable. Its long wheelbase allows generous room for occupants, while second-row climate control, rear window sunshades and a panoramic dual sunroof enhance the feeling of comfort. The third row gets dedicated AC vents and USB connectivity, too. A premium Cognac Brown interior and 64-colour ambient lighting add to the cabin’s upmarket appeal, with the latter allowing occupants to tailor the atmosphere to their mood.
Electric Serenity
No matter the road surface, the M9 insulates its passengers from the outside world.
The M9’s 90kWh battery powers a front-mounted electric motor, producing 245hp and 350Nm, with an ARAI-claimed range of 548km. Beyond the performance and range figures, the electric powertrain brings a quality that matters particularly in a luxury MPV: refinement. With no engine noise and smooth, linear power delivery, the M9 makes for a more relaxed experience on the move. An acoustic windshield further helps keep the outside world at bay.
Quality Entertainment
Superb 13-speaker JBL system enhances the cabin’s ambience.
A quiet cabin makes for a better listening environment, and the M9 builds on this with a 13-speaker JBL sound system, complete with an amplifier and subwoofer. Whether it is music on a long drive or a podcast during the daily commute, the system makes entertainment an integral part of the experience. The panoramic sunroof and ambient lighting add to the sense of being in a space designed around the occupants.
Tech-Suave
12.3-inch central touchscreen has all the controls you’ll need within easy access.
A 12.3-inch central touchscreen, digital instrument cluster, wireless smartphone connectivity and wireless charging bring everyday convenience within easy reach. The 360-degree camera is particularly useful when manoeuvring a vehicle of the M9’s size, helping the driver negotiate tight spaces with greater confidence. These features complement the M9’s focus on passenger comfort with technology that makes the car easier to live with.
Safety Assured
The M9 has received a 5-star Euro NCAP rating.
Luxury also means being able to travel with peace of mind. The M9 gets seven airbags and Level 2 advanced driver assistance systems, adding an extra layer of protection and driver support. Its five-star Euro NCAP safety rating provides further reassurance.
The MG M9’s appeal lies in how these elements come together. Generous space, thoughtful comfort features, electric refinement and modern safety technology give it a distinct identity in the luxury MPV segment. It’s no wonder that the M9 is the best-selling MPV in its class, with over 3,000 units sold since its launch last year. This is a vehicle that makes the journey itself something to look forward to, and that is what being on Cloud M9 is all about.
The Model Y L is the long-wheelbase, 6-seat version of Tesla‘s Model Y SUV. Priced at Rs 61.99 lakh (ex-showroom), it costs Rs 11.10 lakh more than the rear-wheel-drive Model Y. It is also pricier than rivals such as the BMW iX1 LWB and BYD Sealion 7. But does the Y L justify that premium? Here’s how it stacks up.
Reasons to buy the Tesla Model Y L
Spacious and quiet
Extra length frees up more room, while its cabin is remarkably hushed
With a 3,040mm wheelbase, the Model Y L is 150mm longer between the axles than the standard Model Y. It’s also 40mm taller, freeing up noticeably more space on the inside. The Y L is a 6-seater with front seats that are comfy and get extended under-thigh support. The individual captain’s chairs in the middle row are very comfortable and feature powered armrests, plus heating and cooling functions. Passengers seated here won’t complain about legroom or headroom.
Adding to their convenience is an 8-inch touchscreen capable of playing videos, plus cupholders and charging ports. Unlike many three-row offerings, the third row of the Model Y L has enough space for adults to sit in reasonable comfort. The inclusion of dedicated AC vents, cupholders and Type-C ports comes in handy as well.
Another pro here is the Model Y L’s boot, which is rated at 420 litres with all seats up – this grows to a capacious 1,076 litres with the third row folded. Then there’s some more space under the boot floor, and a 117-litre frunk, should you need even more luggage space. Refinement is another strong point of this cabin. It’s remarkably quiet, thanks to the double-glazed windows that shut out most of the wind, tyre and road noise.
Loaded with tech
Long list of features will keep tech-savvy folks entertained
Taking centre stage on the otherwise minimalistic dashboard is the massive 16-inch touchscreen, which is easily among the sharpest and most responsive units around. Its integrated Grok AI assistant is capable of handling tasks such as setting the climate control, along with plotting routes on the navigation system and of course, finding suitable chargers. The assistant understands multiple languages and also learns the user’s preferences over time.
The Tesla Model Y L’s feature highlights include an 18-speaker audio system with a subwoofer, dual wireless chargers, multi-colour ambient lighting and a panoramic glass roof. The front and middle-row seats are heated, ventilated and powered, while the third-row seats get a heated function too. Safety kit includes 9 airbags, lane-keeping assist, blind-spot monitoring, and high-definition surround-view cameras. As with every Tesla, the Model Y L can also receive over-the-air (OTA) updates.
Brisk performance, composed ride
Dual-motor Model Y L is seriously quick for a family car
Where the standard Model Y is rear-wheel drive only, the Y L uses two motors and all-wheel drive (AWD). While Tesla hasn’t released official power figures, it’s estimated to output 514hp and 590Nm of torque. Tesla also claims a 0-100kph time of 4.5 seconds, which is quick for a two-tonne SUV. The Model Y L doesn’t feel intimidating to drive, with power building smoothly and the AWD system providing plenty of grip. In addition to the ‘Chill’ drive mode, the Y L also gets a ‘Sport’ mode.
There are no issues overtaking slower-moving traffic, as the Model Y L gets past them effortlessly. The regenerative braking is smooth as well. When you’re ambling around town, the ‘Standard’ regen setting is more than adequate and progressive, so you can drive without stepping on the brake pedal most of the time. The revised suspension of the Model Y L also gets adaptive dampers for better control over body movements and a more composed ride over the standard model.
Long range
Y L has the legs over the standard Model Y
The Model Y L uses an NMC battery pack estimated to be rated at 88kWh, as Tesla doesn’t usually publish the official battery capacity. The American brand does claim a WLTP range of 681km for the Model Y L, which is more than that of the rear-wheel-drive Model Y. DC fast charging of up to 250kW is supported, while AC charging is rated at 11kW. Plug it into a Tesla Supercharger, and the Model Y L can gain up to 288km of range in 15 minutes.
Reasons not to buy the Tesla Model Y L
Big footprint, low clearance
Large dimensions and low ground clearance call for extra care in town
The Model Y L’s large dimensions make driving it in tight spaces a bit of a chore. Despite the light steering, its large turning circle makes parking this Tesla quite a tricky affair. Another issue is the ground clearance, or lack thereof. At just 166mm (unladen), large speed breakers need to be tackled carefully to avoid scraping the underbody.
Over-reliance on the touchscreen
Even basic functions are buried in menus
Unless you’re tech-savvy, the lack of physical buttons or shortcuts will get on your nerves. Almost every function on the Model Y L is controlled through the touchscreen. Simple tasks like changing the climate settings, adjusting the mirrors or opening the frunk all require you to dig through menus. Getting used to this setup will take time, and it can easily become distracting while driving.
Hot cabin, awkward third-row access
Large glass area and third-row access come with their own cons
The Tesla Model Y L doesn’t get any blinds for its windows or a cover for its massive glass roof – instead making do with a tint. Considering the expansive glass area, this cabin heats up quickly on sunny days. The rear windscreen does without any tints, which only adds to the problem for third-row passengers.
Getting to this last row is a cumbersome task, requiring you to squeeze in between the narrow gap of the middle-row seats. The seats are also slow to fold out of the way. Once you’re sat in the third row, you’ll have to assume a knees-up position.
The MG Windsor EV is convenience Pro Max. You walk up to it, the doors unlock on their own, you slide into the driver’s seat, select ‘D’ on the gear-selector stalk, and pull away. Quick, simple, easy, and super convenient.
Over the weeks and months we’ve had the car, I’ve even found it to be well suited to our traffic, especially when the need to overtake quickly arises. The electric motor makes a healthy 200Nm of torque, and with near-instant responses, overtaking becomes almost therapeutic.
Overtaking slower cars is a breeze due to the strong and linear torque delivery
Squeeze down on the accelerator and a wave of torque helps you breeze past the car ahead. What’s nice is that the e-motor doesn’t overreact or deliver a massive spike of torque the moment you touch the pedal, it’s well metered and measured, and that makes all the difference. So, the Windsor feels surprisingly swift and fleet-footed; just what the doctor ordered for our fluid traffic, where gaps and opportunities open and close quickly.
Strong brakes blend regenerative and friction braking quite seamlessly.
I even really like the strong brakes, especially how well they blend initial regeneration and later stronger action via the discs. Even the steering is light, direct and well-suited to urban use. Put all these factors together, and you can see why I found myself setting off to run a lot more errands in this car, with even long intra-city commutes handled with ease; podcasts on the clear audio system keeping me company.
What I’ve often found, however, especially when driving on a low battery, is that Eco mode is not as well calibrated. The responses are quite severely dulled down, and that means you need to keep using more and more throttle to get a move on. I soon switched back to Normal, almost every single time.
Where the Windsor also did well was that despite being a monovolume, the design has wide appeal. Sure, it has an unconventional profile, an unconventional cab-forward stance and an unconventional seating position. But the design works so well, first impressions from passengers are overwhelmingly positive. Many passengers commented on its modern looks and the spacious feeling in the rear. And doesn’t the stepped nose up front, with its chrome embellishments, work well?
MPV profile nicely packaged with modern details and look.
The MG Windsor, however, also has its fair share of issues and irritants. For one, insulation is very poor. It’s tolerable at lower city speeds, but past 70 or 80kph, road noise gets so prevalent, you start looking around for a commercial vehicle overtaking you. There is none. Then there’s the fact that the ride often gets brittle and unsettled, and go faster, such as on the Coastal Road in Mumbai, and stability at speed is also nowhere near as good as it should be. Some of this is down to the Windsor’s raised ride height and tall stance. But hey.
Over the time we’ve had the car, I’ve also come across a litany of questionable details in the cabin. To begin with, the seats have diamond-quilted covers that prod you in the back and feel unnecessarily ‘textured’. Then a lot of the plastics feel low-rent and cheap, especially the faux wood and the top of the dash. This includes some of the toggle switches used for the aircon and, especially, the gear selector stalk. Then there’s the fact that the screen is a size too large and in your face, and the left bottom of the windscreen is obscured by it; especially irritating when you are parking in a tight place.
Even important functions like adjustments of the mirrors are on the screen
Then, of course, almost everything is controlled from the screen. This includes adjustment of mirrors, drive modes and regenerative braking, among others. So, often, you find yourself stopped on the side of the road, diving into a menu. And more often than not, the said feature is difficult to find. Too much of a good thing here, for sure. It’s only right that buttons are coming back.
Then there’s the fact that while the fonts on the massive screen are huge, those on the digital ‘instrument panel’ are tiny and often difficult to read in a moving car. There’s also no spare tyre, only a puncture kit, of no use if you get a sidewall cut, and this version of the car gets no parcel tray; annoying if you have to leave a bag or luggage.
No spare or space to keep one; all you get is a puncture repair kit.
What of the battery and the range? The 37.9 kWh battery, charged for the most part at our office in Byculla, Mumbai, indicates a 100 percent battery range of around 320kms and has been delivering an average of around 6.5 kilometers per kW. So yes, while the MG Windsor is a lot of EV for the money and offers plenty of convenience, space and comfort, MG has a long to-do list for the facelift.
The Tesla Model Y is a tech-loaded electric crossover that prioritises cabin space and performance over everything else. The new Model Y L takes that formula a step further, adding a third row of seats, a longer wheelbase, more power with an all-wheel drive setup, more range and more sophisticated suspension as well. Given the additions, naturally it costs more than the standard-wheelbase, real wheel drive versions, but is the Y L actually worth the extra outlay?
Model Y Exterior Design and Engineering – 6/10
Appears near-identical to the Model Y, but the Y L is longer, taller and has a longer wheelbase.
At first glance, the L looks very familiar to the Model Y, but this version looks noticeably larger from the side and rear. The Model Y L measures 4,969mm in length and 1,664mm in height, 1,982mm in width with a 3,040mm wheelbase, which makes it 179mm longer overall and 40mm taller than the Model Y, and it also has a 150mm longer wheelbase. At 166mm (unladen), the Y L has decent ground clearance but considering the longer wheelbase, you have to be extra careful going over big speedbreakers otherwise you will end up scraping the belly.
The growth in dimensions is particularly apparent in the raised and extended roofline, plus the expanded rear glass and rear-quarter glass area. The other changes include a new bootlid spoiler and the 19-inch alloy wheels have a more enclosed design, both in the interest of further aero optimisation.
Other than that, the smooth, aerodynamic silhouette with minimalist detailing and distinctive lighting elements remain. The overall design is unmistakably Tesla, although the extra length gives it slightly more road presence. That said, the Model Y L doesn’t suddenly become a traditional SUV just because it has grown. Its rounded, slightly anonymous shape with clean surfacing continues to favour aerodynamic efficiency over visual appeal. But it looks distinctive and as such, has carved out a niche for itself in terms of design.
Model Y Interior Space and Comfort – 8/10
Minimalist design remains the same, save for a new textured finish on top of the dashboard.
This is where the Model Y L takes a larger step up. The standard Model Y already had a spacious cabin, but the Y L has even more room and brings further versatility, by adding a third row of seats. It is a six-seater rather than a seven-seater, with two individual captain’s chairs in the middle row instead of the standard car’s bench.
The front seats may be simple-looking but they are plush and comfy, and the extended underthigh support enhances comfort especially for taller people. These seats are also heated, cooled and feature electric adjustment. The second row is arguably the highlight, however. The individual captain’s seats are very comfy, and they feature integrated headrests, a heating and cooling function, along with power adjustment and powered armrests too. The extra wheelbase and taller roof of course gives passengers more room to stretch out and as such there’s no shortage of legroom or headroom here. The larger windows, coupled with the tinted panoramic glass roof further enhances the sense of space. However, since there are no window blinds or a sunshade for the roof, the large glasshouse area means the cabin heats up too easily especially on a hot, sunny day.
Captain seats are very comfy and there’s plenty of legroom and headroom here.
Middle row passengers are well-catered too, however. Apart from the aforementioned heated/cooled and powered seats, you also get cupholders, charging ports, cupholders and a 8-inch touchscreen. This centrally-mounted unit is just as slick to use as the one in the front and it controls several functions, along with the ability to play videos and games.
Seating is knees-up, but the third row is usable even for adults.
The third row, however, comes as a bit of a surprise. Considering the low seat, you’re sat in a knees-up position but space back here is genuinely usable for adults, with adequate headroom and kneeroom. Dedicated AC vents, cup holders and type C charging ports are useful inclusions and show that the rearmost seats aren’t simply an afterthought. Like in the middle, here too the large window and untinted rear windscreen lets in a considerable amount of heat.
420-litre boot can be expanded to a massive 1,076 litres by folding the third row; more room under the boot floor too.
Luggage space is another important consideration for a family focused car such as the Y L. With all three rows up, boot space is a respectable 420 litres which can be further expanded to a massive 1,076 litres by electronically folding the third row. Then there’s also a considerable amount of storage space under the boot floor and a properly usable 117-litre frunk. As such, the Y L remains practical despite the added seats. It’s worth noting though, there’s no spare wheel.
Practical cabin features a large storage box in the centre, cup holders, two wireless phone chargers, and space under the centre armrest.
Up front, the cabin retains Tesla’s familiar minimalist layout. A large central touchscreen dominates the dashboard, with very few physical controls to interrupt the clean design. This extended model gets a textured finish on top of the dashboard, but the overall layout remains largely unchanged. It also remains a practical place, with a large cubby space in the centre console, storage under the centre armrest, multiple cupholders and seat back pockets.
Model Y Features and Safety – 7/10
Y L gets a Sport drive mode and two settings for the new adaptive dampers.
Technology has always been central to Tesla’s appeal, and the Model Y L continues with that approach. Apart from the aforementioned 8-inch rear screen, the main party piece of this car is the central 16-inch touchscreen. This screen is easily one of the best in the business in terms of resolution and responsiveness.
16-inch touchscreen is one of the sharpest around and packs in the typical Tesla quirks and features.
The screen is slick and feature-packed, but the reliance on it for everyday functions remains a usability compromise. Adjusting climate settings and accessing basic vehicle functions like adjusting the mirrors and opening the frunk require navigating menus, which isn’t as intuitive as using dedicated switches. It looks modern and gives the cabin a clean appearance, but a little more emphasis on straightforward ergonomics wouldn’t hurt.
8-inch rear screen is just as slick and can bes used to play videos and control other functions.
But thankfully, you do get the Grok AI assistant as a part of the package which can pretty much do everything for you right from setting the AC, to setting the navigation, finding a charger and much more. It can converse in multiple languages and also constantly learns more about you, so it’s said to get more intuitive as you spend more time with it.
Other features include a panoramic glass roof, dual wireless phone chargers, multi-colour ambient lighting, a superb sounding audio system with 18 speakers and a subwoofer, heated/ventilated and powered front two rows of seats, heated third row seats, all LED lights and so much more. There’s also connected-car tech, and as with any Tesla it gets over-the-air updates, so the car is constantly improving without the need to visit a service centre.
Tinted glass roof helps the cabin feel airy but no sunshade means it heats up quickly as well.
Safety equipment includes nine airbags and a suite of driver-assistance features, including lane-departure warning, lane-keeping assist and blind-spot monitoring. The car also has high-resolution cameras all around it which provide a great view of the surroundings, although Tesla’s more advanced Autopilot capabilities remain absent in India.
The technology is impressive, but the screen-centric interface requires some acclimatisation. Some buyers may find the learning curve frustrating, especially while driving. But for the tech-savvy buyers the Y L is aimed at, they will find this approach very appealing.
Model Y Performance and Refinement – 9/10
Dual-motor, all-wheel-drive powertrain puts out over 500hp and does 0-100kph in a claimed 5 seconds.
The Model Y L is offered in India with a dual-motor all-wheel-drive setup, unlike the rear-wheel-drive only Model Y variants. Tesla does not officially list powertrain specifications, but it has an estimated combined system output of 514hp and 590Nm and the brand claims a 0-100kph time of 5 sec and a top speed of 201kph. We did a quick acceleration test and managed a 0-100kph time of 5.02sec, though we couldn’t test the top speed as our car was electronically limited to 120kph. For a family crossover which is estimated to weigh over two tonnes, the performance is properly brisk. Expectedly, acceleration feels very potent and as typical of any high-performance EV, the Model Y L pins you back into the seat. However, there is a certain progression to the power delivery and the added traction of the all wheel drive setup makes it feel manageable and not overwhelming. There’s also two drive modes, Chill and Sport, the latter of which is exclusive for the Y L. And they have a corresponding effect on the response of the powertrain, with Sport obviously feeling much more immediate.
The added performance also makes overtaking on highways and closing gaps in traffic particularly effortless, as is reflected in the rolling acceleration figures. 20-80kph takes 2.85sec while 40-100kph is dispatched in just 2.94sec.
As with the standard Model Y, the Model Y L also impresses with its refinement. The cabin is superbly insulated from the outside world, thanks in part to the double glazed windows, with barely any road, tyre and wind noise filtering through into the cabin.
Model Y Mileage / Range and Efficiency – 7/10
Tesla Supercharger is said to add up to 288km of range in 15 mins; has a WLTP-rated range of 681km.
Tesla claims a WLTP range of 681km, from the Model Y L’s 88kWh (estimated) NMC battery pack. That’s more than the standard RWD Model Y, for reference. It can also add up to 288km of range in 15 minutes when connected to a Tesla Supercharger, according to the company. Speaking of which, the electric crossover is capable of accepting up to 250kW on DC fast charging and 11kW on AC charging. As always, real world range will depend on driving conditions, speed, weather and other factors.
Model Y Ride Comfort and Handling – 7/10
Adaptive dampers and longer wheelbase does make the Y L feel more settlled than the standard Model Y.
The standard Model Y’s ride and handling package is competent, although its low-speed ride is noticeably firm, especially on uneven surfaces. Tesla has made changes to the L’s suspension, equipping it with adaptive dampers in a bid to improve comfort and body control.
This is a particularly relevant upgrade for a longer, heavier vehicle designed to carry more passengers. As with everything else, this is also controlled via the touchscreen with two settings available – Balanced and Rear Comfort. The latter softens things down and gives it a slightly plusher feel, while the former represents a good middle ground between ride comfort and handling. Even though the difference in the modes isn’t that great, the Y L does feel more composed over broken roads and avoids transmitting as much movement into the cabin as the Standard Model Y.
The longer wheelbase also helps the car feel a bit more settled at speed, although manoeuvring in confined spaces is more cumbersome, and this is particularly amplified thanks to the rather poor turning circle. Like the standard Model Y’s, the Y L’s steering is light and easy to use, but it isn’t particularly feelsome. There’s also three modes for the steering, which progressively add more weight. The handling too is more competent and predictable rather than entertaining. It doesn’t feel as agile as the Model Y but body movements do seem better controlled thanks to the adaptive dampers.
There’s two levels of regenerative braking – Standard and Reduced. Standard is the stronger setting and best for use in the city as it almost functions like a one-pedal mode while Reduced is for highway use as it allows for some coasting.
Model Y Value for Money – 7/10
The Model Y L is for those who want a spacious, quick, refined, and cutting-edge premium EV for the family.
Priced at Rs 61.99 lakh (ex-showroom), the Tesla Model Y L makes for a more compelling case than the standard Model Y despite costing 10 lakh more. It still costs a fair bit more than its most direct rivals, the BMW iX1 LWB and the BYD Sealion 7, but the Y L is more spacious with more seats. The Model Y L does have its compromises though. It’s over reliant on the touchscreen for even basic functions and the large glasshouse means the cabin heats up easily. The larger dimensions, poor turning circle, low ground clearance and long wheelbase also means it is more challenging to maneuver in the city and while parking.
But it brings a lot more to the table too. There’s more cabin space, the added versatility of a third row, a more potent dual-motor powertrain with all-wheel-drive and a higher claimed range as well. And it retains its strengths of being featured-packed, with excellent refinement and massive cargo space. Tesla says that buyers are now preferring to opt for the Y L over the Model Y considering all the additional things it brings, and that really doesn’t come as a surprise. So for buyers who want a spacious, quick, refined and cutting-edge electric crossover for the family, the Tesla Model Y L fits the bill perfectly.
Honda has priced the 2026 Elevate facelift from Rs 11.80 lakh to Rs 18.58 lakh (ex-showroom). Its list of midsize SUV rivals is pretty long, and includes the Hyundai Creta, Kia Seltos, Tata Sierra, Renault Duster, Nissan Tekton, Volkswagen Taigun and Skoda Kushaq. The Elevate is underpinned by the City’s platform, and comes with a single 1.5-litre petrol engine with a choice of manual and CVT gearboxes. Here’s what works in the updated Elevate’s favour, and what doesn’t.
Reasons to buy the 2026 Honda Elevate facelift
Eager engine and confident road manners
A lively engine, tidy handling and strong brakes are among the Elevate’s fortes
The Elevate’s i-VTEC engine provides strong performance, while high-speed stability is good too.
The 2026 Elevate continues with the same 1.5-litre four-cylinder i-VTEC petrol engine of its predecessor, but it’s now WLTP emissions norms compliant. The smooth and eager unit produces 121hp and 145Nm of torque, delivering this power cleanly and progressively all through its rev range. The throttle response is sharp, too. For those looking for a hassle-free urban commuter, the smooth CVT (continuously variable transmission) does the job well. It also gets paddle shifters so you can move through pre-set ratios, offering that extra sense of control.
The Elevate feels planted and offers a good balance between handling and ride quality.
The Elevate has always been an easy car to drive around town, courtesy of a light yet responsive steering that makes parking manoeuvres easy. The steering weighs up progressively as speeds rise, and the Elevate also feels planted out on the open highway, inspiring confidence. A good control on body roll means that, despite its tall SUV stance, the Honda Elevate corners neatly without much drama. The brakes are strong and feel progressive, further inspiring driver confidence. The ride feels firm but the Elevate manages to smooth out surface imperfections with relative ease.
Premium and comfy cabin
Interior retains the model’s practicality quotient while upping the premium experience
The 2026 update has made this interior feel more premium.
The Elevate has been known for providing an ergonomically sound cabin – this hasn’t changed with the 2026 update. The front seats remain nice and supportive, while finding a comfortable driving position is easy. There’s now lighter leatherette padding and stitching on the dashboard, a revised headliner that looks and feels more premium, and an updated HVAC panel with buttons for the front-seat ventilation feature.
Headroom and kneerom for back-seat passengers is good.
It is easy to get comfortable in the back of the Honda Elevate facelift. There’s plenty of headroom and kneeroom for two adults, while conveniences like a centre armrest with cupholders, dedicated AC vents and USB charging ports add to the overall experience. There’s also no shortage of cubbies to store your knick-knacks, plus a roomy 458-litre boot. You also get a spare tyre under the boot floor, further boosting the Elevate’s practicality.
Better equipped than before
Honda has added more features to the Elevate’s equipment list
The Honda Elevate now gets segment-first rear-seat ventilation.
The back seats of the 2026 Elevate facelift are also where you will see the new touch-operated LED reading lamps. The Elevate now offers rear-seat ventilation, which is a first for the segment. Features such as orange ambient lighting, multi-way powered front seats, wireless charging, auto climate control with a built-in PM2.5 air purifier, wireless Apple CarPlay & Android Auto, an 8-speaker audio system, a 7-inch MID, and a 360-degree camera are available too.
A 360-degree camera is now a factory-fit option on the top-spec trim.
There’s enough on the safety front, too. The 2026 Elevate facelift is available with front parking sensors, Honda’s LaneWatch camera, and a camera-based ADAS (advanced driver assistance systems) suite. This ropes in adaptive cruise control, auto-emergency braking, lane-keep assist and more. The CVT variants get a new low-speed follow function for the adaptive cruise control to tackle stop-and-go traffic conditions, along with rear disc brakes and an electronic parking brake with auto hold. Standard equipment includes 6 airbags, stability & traction control, rear parking sensors, adjustable headrests and three-point seatbelts for all occupants.
Reasons not to buy the 2026 Honda Elevate facelift
Cabin has its shortcomings
Lacklustre noise insulation aside, the Elevate’s cabin still has a few niggles
Some may find the front lumbar support to be excessive.
While the 2026 facelift has made the Honda Elevate more competitive, there’s still room for improvement. For starters, the lumbar support up front can feel intrusive for some, and taller occupants will find the under-thigh support underwhelming. Seating a third passenger in the back wouldn’t be easy, due to the narrower cabin width of the Elevate over some rivals. The raised centre seat doesn’t make this better, either.
Rear occupants will notice vertical movements at higher speeds over undulating roads.
The cabin is quieter than before, but engine and road noise can be heard quite easily at highway speeds. Those at the back will also notice a fair bit of vertical movement over undulating highways at triple-digit speeds.
Only one engine option
The Elevate still doesn’t get a diesel, turbo-petrol, hybrid or CNG option
Lack of engine choices even with the latest update is a definite con for the Honda Elevate.
In a segment where rivals offer multiple engine options (even across fuel types), the 2026 Honda Elevate facelift continues with just the one naturally aspirated petrol unit. This limits its appeal when compared to other offerings in the hotly contested midsize segment. While we are yet to test its mileage, the lack of an automatic engine stop-start system and ‘Eco’ drive mode won’t help boost fuel efficiency.
Latest features reserved for the top trim
Most of the headline features are offered only with the new range-topping ZX+
Only the range-topping ZX+ gets all of the newly introduced features.
If you want all the new bells & whistles that the 2026 Honda Elevate facelift has to offer, you’ll have to stretch your budget to accommodate the new top-spec ZX+ trim. This is where niceties like rear seat ventilation, powered front seats, a 360-degree camera and front parking sensors reside. However, this also means a price tag of between Rs 16.88 lakh and Rs 18.58 lakh (ex-showroom).
The ZX+ trim still misses features like two-zone climate control, a panoramic sunroof and rear sunblinds.
Despite the ZX+’s higher price, it still misses out on a panoramic sunroof, powered tailgate, a fully digital driver’s display, rear sunblinds and dual-zone climate control. Some similarly priced rivals offer a more comprehensive feature set, more cabin space and multiple powertrain options.
The midsize SUV space is now more competitive than ever. Just the last few months have seen new launches in the form of the Tata Sierra, Renault Duster, Nissan Tekton and the facelifts of the Volkswagen Taigun and Skoda Kushaq. Then there are the venerable Kia Seltos and the Hyundai Creta, the latter of which is set to receive a new-gen model next year, and an all-new entrant, the Hyundai Bayon, is about to join the ranks.Powertrain choices have been expanding too; diesel continues to be popular, turbo petrols add a dose of excitement, CNG is fast becoming the high-mileage option and there’s electrification in the form of hybrids and full EVs.So in a bid to keep it relevant, Honda has updated its midsize SUV contender, the Elevate, and here’s how it all comes together.
Design and engineering – 8/10
Features a new gloss black grille with a honeycomb pattern and a segmented LED light bar.
Honda has given the Elevate a subtle design update, but the changes are effective enough to give the SUV a fresher, more contemporary look without straying far from the original design. The biggest revisions are concentrated at the front end, where a new segmented LED light strip links the LED headlamps and the thick chrome band above them has been replaced with gloss black trim. The front grille gets a revised mesh pattern and a gloss-black finish, lending the front end a slightly sportier, more butch appearance. The Honda badge now sits on the bonnet rather than within the grille, while the fog-lamp housings are now finished in body colour instead of black for a cleaner look.
New LED light bar now connects the tail-lamps, giving it a more cohesive appearance.
It’ll take a keen eye to spot the changes along the sides as they’re limited to a new gloss black body cladding instead of a matte finish, silver coloured inserts in the cladding on the doors instead of body colour and a darker finish for the 17-inch alloy wheels which continue with the same design. At the rear, the facelift introduces a new LED light bar that connects the tail-lamps, giving the tailgate a wider, more cohesive appearance, particularly after dark. Rounding off the updates is a new Nordic Forest Pearl paint shade, as you can see in the pictures here.
As for dimensions, it continues to measure 4.3 metres in length, nearly 1.8 metres in width and just over 1.6 metres in height. It’s based on the City platform, but gets a stretched 2650mm wheelbase, wider tracks front and rear and a substantial 220mm of ground clearance.
Interior space and comfort – 8/10
The cabin gets more substantial updates than the exterior, with the changes aimed at improving comfort and perceived quality. To start off, there’s a new ivory and black dual-tone upholstery theme that enhances the sense of space inside and is perhaps more neutral than the tan upholstery earlier. It will be tough to clean though, thankfully there is the option of all-black upholstery with the ‘Black’ edition Elevate.
Upholstery is now ivory and black with a new leatherette panel on the dash; cabin remains practical and feels well-built.
The dashboard has been revised too, with more white leatherette padding and stitching replacing the outgoing model’s faux wood trim, and the AC controls have been revised, now housing the seat ventilation buttons. Honda has even updated the roofliner fabric which looks and feels much nicer than the older woven roofliner. All of this gives the cabin a fresher look, although the overall layout remains familiar.
Front seats remain comfortable and now feature ventilation and power adjustment.
Ergonomics remain a strong point, with the Elevate offering a commanding driving position and supportive front seats that make it easy to get comfortable behind the wheel. The lumbar support, however, might feel excessive for some and taller people may find underthigh support a bit lacking.
Ample headroom and kneeroom but best for two adults thanks to the narrow width and raised centre seat.
At the rear, space is generous, with plenty of kneeroom and headroom making it a very comfy place for two adults. However, fitting a third passenger will be tight thanks to the cabin’s limited width and raised centre seat. There are no sunblinds either, but Honda has added an adjustable headrest and a three-point seatbelt for the centre passenger, which was an omission earlier. Features back here include dedicated AC vents, USB charging ports, a fold down centre armrest with cupholders, new capacitive-touch LED reading lamps and the most prominent, seat ventilation.
428-litre boot can fit in more than the number suggests; continues to feature a spare tyre under the boot floor.
Practicality, meanwhile, remains a strength, with the Elevate offering ample storage spaces throughout the cabin. The boot is also a substantial 458-litres and can pack in much more than the number would suggest. What’s also nice is that it continues to get a spare tyre under the boot floor.
Features and safety – 8/10
360-degree parking camera is a helpful addition but has limited angles of view and a small display on the screen.
The Elevate facelift addresses some of the key equipment gaps in the outgoing model, bringing a more comprehensive feature set to the table. In terms of safety features, there’s now a 360-degree camera (its display on the screen is quite small though, with limited angles of view), which works alongside the existing ‘LaneWatch’ camera, though curiously this feature is still only for the left hand side.
ADAS suite now packs in a useful low-speed follow function for the adaptive cruise control.
Front parking sensors have also been added to make parking and manoeuvring in tight gaps easier. However, the CVT variants get even more safety kit in the form of an electronic parking brake with auto hold function, rear disc brakes and the addition of a low-speed follow function for the adaptive cruise control, which is useful in stop-and-go traffic.
Rear-seat ventilation is a first-in-segment, but it’s only available in the top-spec ZX+ trim.
As for comfort and convenience features, the most important additions are the ventilated front and rear seats, the latter which is a segment-first. Though they take some time to cool effectively, it has enhanced the Elevate’s cabin comfort. Then there’s powered front seats – 8-way for the driver and 4-way for the passenger – ambient lighting and a PM2.5 air purifier. Other than that, much of the existing equipment has been carried over unchanged.
AC controls have been revised with new buttons for seat ventilation; now features an air purifier too.
There’s a 10.25-inch infotainment touchscreen with wireless smartphone integration (though its software and feature set still feel basic at best), semi-digital instrument cluster, a single-pane sunroof, wireless phone charger, six airbags, ESC, traction control, camera-based ADAS tech including auto emergency braking, lane keep assist and more. Still however, there are some features missing that rivals offer like a dual-zone for the auto climate control, panoramic sunroof and powered tailgate.
Powertrain and refinement – 8/10
121hp, free-revving, naturally aspirated 1.5 petrol remains the only engine option with the Elevate.
There have been no changes under the hood of the Honda Elevate. It still continues to be powered by a 1.5-litre, four-cylinder, naturally aspirated petrol engine that produces 121hp and 145Nm. Gearbox options remain unchanged too, with a 6-speed manual and a 7-step CVT automatic, and we got to sample the latter. However, the engine has been future-proofed and is now WLTP emissions norms compliant while already being E20 fuel compatible.
This i-VTEC engine still impresses however. Throttle response is immediate, with no noticeable delay, making the engine feel sharp and eager. As before, the naturally aspirated motor pulls cleanly from idle all the way to the redline, in a smooth and progressive manner. However, it feels most energetic higher up the rev range, where it feels at its most potent too.
The 7-step CVT works well as an automatic, making light work of everyday commuting with its smooth operation. Paddle shifters with pre-set ratio points also give it some resemblance to a conventional automatic, allowing you to have greater control. However, push the throttle hard and the familiar ‘rubber band’ effect becomes apparent, with the engine holding on to high revs for extended periods, which doesn’t make for a relaxed driving experience. In this respect, Hyundai and Kia’s chain-driven CVT feels a bit smoother and more responsive than this belt-driven one.
As for performance, we managed a 0-100kph time of 11.89sec with the pre-facelift Elevate CVT and you can expect this facelifted model to be in the same ballpark. Expectedly, the manual does a quicker 10.82sec time to 100kph.
However, like before the lack of powertrain options is disappointing. In a time when rivals are offering diesels, turbo petrols, strong hybrids and CNGs, the Elevate has to soldier on with a solitary, naturally-aspirated petrol engine which restricts its appeal.
It feels quieter than before but there’s still prominent engine and road noise filtering into the cabin, especially on highways.
Honda has also worked on improving the Elevate’s noise insulation, an area where the existing model lacked. The company claims better isolation from both engine and road noise, but that has worked only to a small extent, in our experience. It feels quieter than before but there’s still prominent engine and road noise filtering into the cabin, especially at highway speeds, and there’s definitely more room for improvement here.
Fuel efficiency – 7/10
Given our short test drive, we didn’t subject the Elevate facelift to our real-world mileage tests. For reference though, the pre-facelift Elevate CVT did 8.60kpl in the city and 13.10kpl on the highway while the Elevate MT managed 8.7kpl in the city and 13.30kpl out on the highway. The Elevate CVT misses out on an Eco drive mode and auto start/stop, which certainly affects its fuel efficiency.
Ride comfort and handling – 8/10
Despite being a high-riding SUV, the Elevate feels remarkably composed on the move.
As before, the Honda Elevate continues to impress with its ride and handling balance. Despite being a tall riding SUV, it feels remarkably composed on the move. Suspension damping, though on the firmer side, is well judged and does a good job of ironing out road imperfections. It’s only when you’re travelling at triple digit speeds on an undulating highway is where you’ll notice quite a bit of vertical movement in the rear seat. But apart from that, the Elevate feels planted on the road.
Body roll is also well contained for a tall SUV, making it predictable around bends.
The steering is accurate and light at slow speeds, which helps with manoeuvrability, but it picks up weight progressively which is reassuring. Body roll is also well contained for a tall SUV and as such, it’s predictable around bends. As for the brakes, the CVT has gained rear discs but that hasn’t made a noticeable difference. Braking performance, like before, remains strong with a nice, progressive feel.
Value for money and verdict – 7/10
With this facelift, Honda has addressed some of the Elevate’s earlier shortcomings with some much-needed features and the updated look and feel inside the cabin. However, some drawbacks still remain like the lack of powertrain options and the below-par sound insulation.
It remains a sensible, practical midsize SUV that continues to prioritise the essentials over outright novelty.
What the Elevate continues to get right, though, are the fundamentals. It continues to offer a comfortable and practical cabin, a responsive engine and a well-sorted ride and handling package. Add to that the design refresh and the fairly expansive features list, and the Elevate facelift feels more rounded than before. Priced from Rs 11.80 lakh to Rs 18.40 lakh (ex-showroom), it’s still very competitively priced, though the new top ZX+ variant is up there with the heavy hitters.
Ultimately, the Elevate remains a sensible, practical midsize SUV that continues to prioritise the essentials over outright novelty. As a result, the Elevate facelift represents a great option for buyers who value comfort, everyday usability, reliability and the peace of mind associated with the Honda badge.
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