Maruti Suzuki has launched the 2026 Brezza at a starting price of Rs 7.40 lakh. The carmaker’s compact SUV gets major updates, including a new engine option, gearbox, feature additions and minor changes to its exterior. The 2026 Maruti Brezza will take on the likes of the Hyundai Venue, Skoda Kylaq, Tata Nexon, Mahindra XUV 3XO, Kia Sonet and Syros.
2026 Maruti Brezza powertrains
Finally gets a turbo-petrol and an underbody-mounted CNG kit
The biggest update for the Brezza comes under its hood. It gets a new 1.0-litre turbo-petrol engine that develops 110hp and 170Nm. The previous version’s 103hp, 139Nm 1.5-litre naturally aspirated petrol engine has been retained with the option of pairing it with a CNG kit. However, CNG versions now feature an underbody-mounted kit like the Victoris, which saves boot space. All powertrains are paired with a new 6-speed manual gearbox as standard, while only the 1.5-litre petrol engine offers a 6-speed automatic transmission.
2026 Maruti Brezza exterior updates
Mild updates bring a revised fascia and new alloy wheel designs
On the outside, Maruti has introduced minor styling updates for its compact SUV. The revised fascia gets a newly designed grille with a panel connecting the headlamps finished in dark chrome. The bumper is slightly redesigned with dark chrome elements and a new look for the faux skid plate. While the LED headlamps with L-shaped DRLs have been carried over, the fog lamps have been positioned slightly upwards and sit in a new triangular housing. In profile, the lower sides of the doors feature new dual-tone cladding and the 16-inch alloy wheels have a fresh design. It’s at the rear where the 2026 Brezza does not see as many changes, as it gets the same tail-lamps and bumper design as before.
Turbo-petrol powered versions feature minor cosmetic upgrades, bringing some distinction with a ‘Turbo’ badge on the tailgate along with red accents for the grille, faux skid plates, wheel arches, and ‘Turbo Boosterjet’ stickers on the rear quarter glass. Maruti has also introduced new Vivacious Orange and Lustrous Beige paint options along with dual-tone finishes with a black roof on these colours as well.
2026 Maruti Brezza dimensions
Length (mm)
3,995
Width (mm)
1,790
Height (mm)
1,685
Wheelbase (mm)
2,500
2026 Maruti Brezza interior and feature updates
Gets a larger infotainment display and front seat ventilation
Inside, the 2026 Brezza’s cabin gets a revised look. While the same black-and-brown theme is retained, there are newer trim materials, and silver trim pieces from the previous version are now finished in gloss black. The dual-tone leatherette-finished seats feature updated upholstery, and there’s a new set of HVAC switches borrowed from the Victoris.
In the features department, new additions include a larger 10.1-inch (up from 9-inch) Smartplay Pro X infotainment system with built-in navigation and Alexa, 64-colour ambient lighting, front-seat ventilation, air purifierand active cooling for the wireless phone charger. On the safety front, the Brezza now features a tyre pressure monitoring system, blind-spot warning, rear cross-traffic alert, safe exit warning and parking sensors at the front.
The Hyundai i20 has crossed the 15 lakh sales milestone in India, nearly 18 years after it first went on sale in December 2008. The premium hatchback reached the 1 lakh sales mark in 2010, crossed 5 lakh units in 2015, and hit the 10 lakh milestone in 2019.
Hyundai i20 generations so far
Its first-generation replaced the Hyundai Getz and played a key role in creating the premium hatchback segment in India. Depending on the trim and model year, it came with features such as a sunroof, automatic climate control, a cooled glovebox and six airbags. Buyers could choose between 1.2-litre petrol, 1.4-litre petrol and 1.4-litre diesel engine options.
First-generation Hyundai i20.
The carmaker introduced the second-generation model, called the Elite i20, in 2014. It featured the brand’s ‘Fluidic Sculpture 2.0’ design language, added more features and offered 1.2-litre petrol and diesel engine choices. Notably, the Elite i20 proved to be the most successful generation of the hatchback, recording sales of 8 lakh units during its seven-year run in the country.
Second-generation Hyundai i20.
The third-generation of the hatchback arrived in 2020 and remains on sale today. It is the first i20 generation in India to be offered with a turbo-petrol engine, although that is now limited to the sportier N Line version. Hyundai also offered a diesel engine initially, but it was discontinued in 2023. The current generation i20 received a facelift in September 2023 and continues to be one of the most feature-rich offerings in its segment.
Third-generation Hyundai i20.
Today, the standard i20 is powered by an 83hp 1.2-litre naturally aspirated petrol engine, paired with either a 5-speed manual or a CVT automatic. Whereas, the i20 N Line uses a 120hp 1.0-litre turbo-petrol engine, available with either a 6-speed manual or a 7-speed dual-clutch automatic gearbox.
Hyundai i20 price and rivals
The Hyundai i20 is priced between Rs 6 lakh and Rs 10.63 lakh, ex-showroom, while the i20 N Line costs Rs 9.27 lakh to Rs 11.74 lakh. Its rivals include the Maruti Baleno, Toyota Glanza and Tata Altroz. Hyundai unveiled the fourth-generation i20 in June 2026, although the company has not yet announced plans to bring it to India.
The Honda ZR-V is the carmaker’s first hybrid SUV in India and its being brought here via the CBU route from Japan as a brand builder or a halo product. It’s also the first of a few global products being launched in India, so it gives us an idea of what we can expect from Honda in the coming years. Honda says the ZR-V is a “Sports Hybrid” meaning it prioritizes performance and fuel efficiency in equal parts, which is why the company gave us a chance to briefly experience it at the Buddh International Circuit.
Honda ZR-V Exterior Design and Engineering – 8/10
Hybrid powertrain is smooth, seamless, zippy and promises to be efficient as well
The Honda ZR-V is a strong hybrid SUV that features a 2.0-litre, four-cylinder, direct injection, petrol engine that runs on the more efficient Atkinson cycle and it works in tandem with two, permanent magnet synchronous electric motors. The powertrain produces a max combined output of 184hp and 315Nm which is channeled to the front wheels only via an eCVT transmission. The SUV has a claimed 0-100kph time of 7.9 seconds and an electronically limited top speed of 172kph. Internationally, the ZR-V is also offered with an all-wheel-drive (AWD) setup and a 1.5-litre turbo-petrol engine producing 180hp and 240Nm but that is currently not on the cards for India.
It’s responsive off the line and feels composed at high speeds
The strong hybrid powertrain feels smooth and zippy right from the get-go. What’s great is that it makes all the 315Nm of torque from standstill, so it feels quick right from launch and you’re never left wanting more. Power delivery is smooth and linear and it’s also keen to respond to part-throttle inputs. The powertrain is also very refined with barely any engine, road or tyre noise filtering through.
At low speeds with light throttle inputs, the ZR-V will stay in pure EV mode as long as the battery has enough charge. Unlike some other strong hybrids however, you can’t manually choose EV mode. Push the accelerator harder and the engine will come on, with the SUV moving to the hybrid drive mode. In this mode, the electric motor is still powering the wheels with the engine acting as a generator to keep the battery topped up. Then there’s the engine drive mode, which is specifically used at high speeds. Here, it’s the engine powering the wheels with the electric motor assisting.
However, there are drive modes that you can change – Eco, Normal and Sport – and these don’t have an effect on the output or how the powertrain works but just the response. There’s paddleshifters too, for cycling between the regenerative braking modes and they do work effectively. As for the friction brakes, the ZR-V comes with discs all around and they felt predictable and confidence-inspiring out on track.
Honda ZR-V Mileage and Efficiency – 8/10
Honda claims the ZR-V will do an impressive 22.80kpl. Considering it’s a hybrid, real-world efficiency should be close to the claimed but we’ll have to reserve judgement till we actually subject the SUV to our fuel efficiency tests.
Honda ZR-V Ride Comfort and Handling – 7/10
Considering we drove it on BIC’s smooth tarmac surface and only for a few laps, giving a definitive verdict on its ride comfort is difficult. As for high speed composure, the SUV felt stable.
In terms of handling, the ZR-V felt enjoyable to drive around the corners. Handling on the whole was stable and predictable, thanks to a well-weighted and precise steering. A slalom course also demonstrated its tidy body control and it felt eager to change directions.
Honda ZR-V Exterior Design and Engineering – 7/10
Unlike most SUVs which have a squared-off and upright stance, the Honda ZR-V has a sleek, crossover-like design, with rounded-off and clean surfaces. Up front, it gets slim LED headlights with L-shaped daytime running lamps (DRLs), a black grille with vertical slates and a bumper that houses functional air vents on either side.
ZR-V’s styling is more like a crossover than an upright SUV.
Along the sides, there’s stylish 18-inch alloy wheels with a dual-tone finish, body-coloured cladding around the wheel arches and a tapering roofline at the rear. Unlike most SUVs today, the ZR-V doesn’t get connected tail-lights, instead you get clear-lens taillamps with LED elements. Then there’s a roof-mounted spoiler element and lower down in the bumper, you get dual exhausts.
18-inch alloys get an attractive dual-tone finish.
On the whole, the ZR-V styling comes across as subtle and not striking. And given its dimensions of just over 4.5m in length and 1.8m in width, it doesn’t quite have the presence of its rivals. And it also doesn’t help that Honda is only offering four colours, all of which are subdued.
Honda ZR-V Interior Space and Comfort – 7/10
The interior of the ZR-V is typically Honda, which means its practical, comfy and well-finished. There’s plenty of soft touch materials around and I like that the dashboard is low-set which enables a great view out. A 9-inch touchscreen sits on top of the dash, and though it’s nice that it gets physical controls, the size and the UI leaves more to be desired by today’s standards. There’s a honeycomb grille that runs the width of the dash, separated by a silver trim piece which does look premium. Lower down you get similar physical AC controls like on the Honda City with rotary knobs that are satisfying to operate. There’s more buttons on the centre console too, for the drive modes, parking brake and in place of a traditional drive selector.
Cabin is practical and well-finished with plenty of soft-touch materials around
Then you get a well-executed, fully digital instrument cluster that’s customisable and shows you all sorts of driving data, the charge status and a flow chart of the powertrain. The front seats are well-padded, comfortable and feel premium too. Storage spaces are also well thought out, with a decent sized glove box and door bins, storage under the centre armrest and in the centre console.
Rear is comfy and spacious enough but low seat results in a bit of a knees-up seating position; also misses sun blinds.
Getting into the rear is quite easy thanks to the low set seat, even though the sill is on the higher side. Once in, you’ll find it a comfy place to be with enough space for three passengers and plenty of legroom. However, the low set seat results in a slightly knees-up seating position, there are no sunblinds and the tapering roofline means people over 6 feet will find the headroom to be tight. As for features here, there’s dedicated AC vents, type C charging ports, a fold-down armrest with cupholders and three-point seatbelts and adjustable headrests for all three passengers.
The boot is large too and the loading lip isn’t that high. With the rear seats folded down in a 60:40 split, you can fit in 1313 litres of cargo. There’s no underboot storage though as that’s taken up by the hybrid battery and there’s no spare tyre either.
Honda ZR-V Features and Safety – 6/10
As for features, the ZR-V gets a 10.25-inch digital cluster, a 9-inch touchscreen with Android Auto and Apple CarPlay, a 12-speaker Bose audio system, dual-zone climate control, leatherette upholstery, 8-way powered driver’s seat with memory, 4-way powered front passenger seat, wireless charger, electric tailgate with gesture, electric parking brake and ambient lighting. However, some important features like a panoramic sunroof and heated, ventilated and massaging front seats are missing, all of which could have been offered at the expected price point.
9-inch screen is small by today’s standards but its bright and features physical controls
As for the safety kit, you get a 360-degree parking camera (it is quite low res though), 8 airbags, tyre pressure monitor, hill-start and hill-descent assist, traction control and ISOFIX child seat mounts. It even packs in Level 2 ADAS tech which brings in autonomous emergency braking, lane keep assist, blind spot monitor, adaptive cruise control and more. On the whole though, the ZR-V is under equipped for its expected price.
10.25-inch digital cluster is crisp and shows plenty of info.
Honda ZR-V Value for Money – 5/10
So that’s a brief drive impression of the Honda ZR-V for you. We’ll have to reserve our definitive verdict till we get to experience the SUV out in the real-world and subject it to our performance and fuel efficiency tests.
The ZR-v is being brought as a CBU import from its home market in Japan
The Honda ZR-V has its downsides like the missing features, its relatively compact footprint and lack of road presence and being a full import it’s going to be expensive as well, around the Rs 45 lakh mark. But it has a practical, comfy and well-finished interior and comes with a smooth and seamless hybrid powertrain that is quick and promises to be efficient as well. As such, the Honda ZR-V is going to be a niche product, so it remains to be seen as to how many takers would it find in our market.
Alongside a slew of unveils, Honda has unveiled the ADV160 in India, showcasing its first maxi-scooter with adventure-inspired styling in the country that will also get E85 compliance, making it one of the first scooters showcased with flex-fuel compliance. Honda says the ADV160 will be locally-manufactured in India and even exported overseas, helping it keep costs in check. Once launched, the ADV160 will be sold via Honda’s both – Red Wing and premium Big Wing showrooms in India. It packs features such as single-channel ABS, traction control, and a TFT display with smartphone connectivity.
Honda ADV160 launch timeline to be announced soon
E85-compliant 157cc liquid-cooled engine makes 16hp and 14.7Nm
To be sold via both the RedWing and premium BigWing showrooms
Honda ADV160 unveiled: What to expect?
Styled like a scaled-down X-ADV, the ADV160 features a tall adjustable windscreen, twin LED headlamps, and block-pattern tyres. Honda says the ADV160 brings the ‘Adventure-scooter’ format to India through the concept of City Adventure.
Feature highlights include a TFT instrument display with Honda RoadSync smartphone connectivity, a USB charging socket, Honda Selectable Torque Control (traction control), single-channel ABS and a generous under-seat storage compartment of 27 litres.
Honda ADV160 engine details
Powering the ADV160 is a 157cc, single-cylinder, liquid-cooled engine producing 16.3hp and 14.9Nm, paired with a CVT automatic transmission. The talking point about this engine is its E85 compliance, denoting that it can run on an ethanol blend of up to 85 percent with 15 percent petrol.
The scooter rides on a telescopic fork and twin rear shock absorbers, with a 14-inch front and 13-inch rear wheel setup. It weighs 133kg, has a 780mm seat height, 165mm ground clearance and an 8.1-litre fuel tank.
Honda ADV160 launch details:
While the specifications of the ADV160 are out, the brand has only unveiled it and says that the launch timeline for the models will be announced later today and we will update this story accordingly. However, it’s safe to say that since the ADV160 will be locally manufactured here in India and exported overseas, the pricing for this maxi-scooter will be competitive.
The Toyota Fortuner is one of the most popular SUVs in India and continues to be among Toyota’s bestselling models. It is known for its powerful engines, rugged construction, off-road ability, and Toyota’s reputation for reliability. The SUV is currently available in its second-generation facelift, which was launched in 2021. If you’re planning to buy one, here are two reasons to consider the Fortuner and two reasons why you may want to look at other options. Let’s start with the positives.
Reasons to buy the Toyota Fortuner:
Feels indestructible
Robust suspension and body-on-frame construction make it feel bulletproof
The Toyota Fortuner’s body-on-frame construction makes it feel solid and built to last. Its suspension is tough and is designed to handle rough roads with ease. While the ride feels firm at low speeds and small bumps can be felt inside the cabin, the suspension handles large potholes, broken roads, and unpaved tracks without much trouble.
The Fortuner is also one of the most capable off-road SUVs in its segment. It comes with a low-range transfer case, Multi-Terrain Select (MTS) modes, an electronic differential lock, and a water wading capacity of 700 mm. These features make it easy to drive through muddy trails, rocky paths, steep inclines, and even waterlogged roads. Whether you’re heading to the mountains or exploring off the beaten path, the Fortuner has the hardware to handle it with confidence.
Offers a strong performance
The torquey diesel engine allows for a sub-10s 0-100kph real-world run time
One of the Fortuner’s biggest strengths is its engine options. It is offered with a 2.7-litre petrol engine that makes 166hp and 245Nm, and a 2.8-litre diesel engine that produces 204hp and up to 500Nm. The diesel engine is also available with a 48V mild-hybrid system.
We tested the diesel-automatic version, which sprinted from 0-100 kmph in 9.96 seconds. That’s impressive for an SUV of this size and weight. The diesel engine delivers its maximum torque from low revs, so the Fortuner feels effortless to drive in the city and while overtaking on highways. It doesn’t need to be revved hard, although performance starts to taper off at higher revs.
The six-speed automatic gearbox is tuned for smooth and reliable performance rather than quick gear changes. It works well for daily driving and long-distance cruising, but enthusiasts may find it less engaging than the faster-shifting automatic transmissions offered by some newer SUVs.
Reasons to not buy the Toyota Fortuner:
Interior does not feel premium
The cabin looks dated and misses out on a lot of feel-good features
The Toyota Fortuner’s interior is starting to feel dated compared to newer rivals. While the 2021 facelift brought some updates, the overall dashboard design and cabin layout have remained largely unchanged since the second-generation model arrived in India. Compared to SUVs like the MG Majestor, Skoda Kodiaq, Volkswagen Tayron, and Jeep Meridian, the Fortuner’s cabin does not feel as modern or premium. The use of hard plastics and average-quality switches also remind you that this is an older design. At a price point that goes close to Rs 50 lakh, the cabin feels like it could offer more in terms of quality and sophistication.
The Fortuner’s feature list is another area where it falls behind newer rivals. It gets useful features like ventilated front seats, an 8-inch touchscreen infotainment system, dual-zone climate control, an 11-speaker JBL audio system, a 360-degree camera, and a powered tailgate on select variants. However, it misses out on features like a sunroof, advanced driver assistance system (ADAS), powered front seats, and an electronic parking brake, which are now available in several more affordable SUVs. Even the 360-degree camera quality feels average compared to newer competitors, making the Fortuner feel less tech-focused than its rivals.
Prices are on the steeper end
The Fortuner is priced at a premium over its rivals
Toyota Fortuner ex-showroom prices vs rivals
Model
Price range
Toyota Fortuner
Rs 34.76 lakh to Rs 50.46 lakh
MG Majestor
Rs 40.99 lakh to Rs 44.99 lakh
Jeep Meridian
Rs 23.33 lakh to Rs 35.96 lakh
Skoda Kodiaq
Rs 36.99 lakh to Rs 46.99 lakh
Volkswagen Tayron
Rs 41.99 lakh to Rs 46.99 lakh
The Toyota Fortuner is priced from Rs 34.76 lakh to Rs 50.46 lakh (ex-showroom), making it one of the most expensive SUVs in its segment. At this price, it is expected to offer a more premium experience, but its dated cabin, average material quality, and missing modern features make it feel expensive compared to newer rivals.
However, the Fortuner’s appeal goes beyond features and cabin quality. Its rugged construction, off-road capability, proven reliability, strong resale value, and Toyota’s widespread service network continue to attract buyers. For many, the confidence of owning a durable and low-maintenance SUV outweighs the lack of premium features offered by newer rivals. These qualities have helped the Fortuner maintain a strong following in India, despite falling behind competitors in areas like interior quality and technology.
The Nissan Tekton joined the ever-ballooning midsize SUV segment in July 2026, becoming the third model in the Japanese brand’s India line-up. Priced between Rs 10.49 lakh and Rs 18.59 lakh (ex-showroom), the Tekton is Nissan’s flagship offering in the country. As a direct alternative to its platform sibling, the Renault Duster, does the Tekton offer compelling reasons for you to seriously consider it? Let’s find out.
Reasons to buy the Nissan Tekton
Polished dynamics
The Tekton strikes a great balance between ride and handling
If you are someone who loves getting behind the wheel of your midsize SUV but doesn’t want the ride quality to be compromised, the Nissan Tekton is a worthy candidate. Even hitting large potholes does not unsettle this SUV, merely registering in your ears. The ride remains supple and forgiving, absorbing road imperfections without complaints. There’s also no underlying, uncomfortable firmness to the Tekton’s ride at city speeds either.
Once you get going, you realise that the Tekton likes changing directions – its eagerness to turn does not come at the cost of uncontained body roll. The ‘Light’ and ‘Heavy’ steering modes work as intended, making the wheel feelsome and precise. Then there are the brakes, which offer plenty of stopping power, while the pedal itself feels natural too. All of these factors inspire confidence and let you push the Tekton a bit more.
Well-designed and tech-rich cabin
Stepping inside the Tekton reveals a premium-looking and well-equipped space
Combined with the classy-looking leatherette padding on the dash and door pads, plus the burgundy, gold and light cream colour scheme, the interior of the top-spec Nissan Tekton looks upmarket. The driving position is great and provides excellent all-round visibility, while the seats themselves are comfy enough to be occupied even over long-distance drives.
Apart from good under-thigh support and backrest angle, the rear seats offer plenty of space under the front seats, allowing the outer two occupants to stretch out and get comfortable. Furthermore, those at the back have access to USB charging ports, a centre armrest with cup holders and AC vents, with higher variants also benefiting from a panoramic sunroof.
The well-designed digital instrument cluster with its multiple display modes is easy to figure out and use on the move. Coming in handy is tech such as powered front seats with ventilation, wireless Apple CarPlay and Android Auto, built-in Google apps and voice assistance, dual-zone climate control and Level 2 ADAS. Sorted ergonomics make reaching various switchgear and controls an easy affair. There are enough storage cubbies on offer, too.
Spacious boot
The Tekton’s boot can handle family outings or airport pickups
The square shape of the Nissan Tekton’s boot makes it easy to load cargo. Moreover, its 518-litre luggage capacity is the best in the segment – whether you are planning a long road trip or have to shuttle to and from the airport, space won’t be a constraining factor. What’s even more impressive here is that the Tekton’s boot also houses a full-size spare wheel. This alleviates concerns surrounding a flat tyre, should you encounter one.
Reasons not to buy the Nissan Tekton
Sub-par engine performance
Base engine isn’t apt enough, while the larger engine isn’t ideal either
The base 100hp 1.0-litre turbo-petrol engine featuring multi-point fuel injection lacks grunt and isn’t particularly refined, with usable power only good enough for city commutes. The turbo lag is evident till you go past 3,000rpm, requiring the driver to shift gears regularly to keep the engine on the boil. The 6-speed manual transmission (MT) on duty gets shorter gearing to help matters, but you’ll need to slip the clutch to tackle steep inclines, which will be an inconvenience. The gear shifts aren’t as slick as those of a comparable Hyundai Creta or a Kia Seltos.
Moving up to the larger, 163hp 1.3-litre turbo-petrol engine with direct injection doesn’t alleviate all of the issues either. Despite this engine’s higher output than the smaller mill, its weak bottom end can leave the Tekton struggling to get up and go on steep inclines, especially with the engine stop-start function enabled. While it offers more refinement and performance, there’s still noticeable turbo lag below 2,500rpm.
The 6-speed dual-clutch transmission (DCT) shifts between cogs smoothly, but its responses aren’t as quick as one might expect from the type. It upshifts early, perhaps in a bid to boost efficiency, but this makes it feel less responsive. This means you’ll have to take manual control by using the paddleshifters if you want to execute an overtake in a hurry. There’s also no Sport mode to quicken gear shifts – only Comfort and Eco modes are provided. While we are yet to put the Tekton through our rigorous performance tests, the performance on hand is unlikely to impress some buyers.
Lacklustre fuel economy
The Tekton will not be setting mileage benchmarks in the segment
Since the powertrain is mechanically identical to the Duster’s, the fuel economy of the Nissan Tekton in the real world is unlikely to impress. For reference, the Duster with the 1.0-litre engine and 6-speed MT returned 10.98kpl. Meanwhile, the 1.3-litre version recorded 10.47kpl and 10.64kpl with the DCT and MT gearboxes, respectively.
Some features lack execution
The Nissan Tekton has a few shortcomings when it comes to the quality of some of its features. The 360-degree camera system, for instance, is lacking in outright resolution, which hampers its usability under certain conditions. While the ADAS suite is comprehensive, the lane-keep assist isn’t good at keeping the SUV centred in a lane. Even the adaptive cruise control has its shortcomings – it doesn’t accelerate the Tekton back to its set speed once the traffic starts moving.
Mercedes-Benz India has said every car it has sold in the country since January 2026 is compatible with E25 ethanol-blended petrol, making it one of the first luxury carmakers in India to prepare its portfolio ahead of any mandate for higher ethanol blends.
The announcement comes months after India completed the nationwide rollout of E20 petrol. More recently, the Bureau of Indian Standards (BIS) notified technical standards for higher ethanol blends, including E22, E25, E27 and E30, signalling the government’s efforts to prepare the regulatory framework for fuels beyond E20.
Mercedes cars in India have been E20-compatible since 2020
Announcement made at the launch of the AMG E 53 plug-in hybrid
Company to go ahead with a multi-powertrain strategy in India
Mercedes-Benz prepared line-up ahead of future ethanol norms
Speaking at the launch of the Mercedes-AMG E 53, Mercedes-Benz India Managing Director and CEO Santosh Iyer said the company upgraded its India portfolio in anticipation of future fuel regulations. Explaining the decision, Iyer said Mercedes-Benz wanted to prepare its products ahead of any future regulation. “The Mercedes customers expect that we will learn the legislation and upcoming trends. There are a lot of discussions on E25. It may not happen, but we want to offer cars which are compliant,” he said.
According to Iyer, Mercedes-Benz adopted E25 compatibility to future-proof its products as discussions continue around increasing ethanol blending beyond E20. He added that the company had similarly made its India line-up E20-compatible from 2020, around three years before the fuel became mandatory.
The announcement comes weeks after Mercedes-Benz highlighted concerns over fuel adulteration, rather than the E20 blend itself. The company had said inconsistent fuel quality could affect vehicle performance and called for stricter quality control as higher ethanol blends are introduced.
Mercedes-Benz to continue offering multiple powertrains
Mercedes-Benz said it will continue offering a mix of internal combustion engine, battery electric and plug-in hybrid models in India instead of focusing on a single powertrain technology. “Our job and responsibility is to offer good options across the spectrum, including gasoline with an E25,” he said.
The AMG E 53 launched alongside the announcement is the brand’s second plug-in hybrid model in India after the recently introduced S-Class Plug-in Hybrid, and the first electrified AMG E-Class in the country. Mercedes-Benz says customer demand in India continues to be spread across conventional ICE models and electrified vehicles, supporting its multi-powertrain strategy.
If you’re looking to buy your first-ever car, the Tata Tiago and Hyundai Grand i10 Nios come across as affordable yet sizeable and feature-rich options. But which between the two offers better pep in town? Here, we’ve tested the 0-100kph acceleration and rolling acceleration performance of both hatchbacks to determine the quicker model. For this comparison, we evaluated their respective naturally aspirated petrol engines paired with a manual gearbox.
Explore full specs, features, and a price breakdown in our Tiago vs Grand i10 Nios comparison.
Tata Tiago vs Hyundai Grand i10 Nios specifications
Tiago churns out slightly more power than the Nios
Tata Tiago vs Hyundai Grand i10 Nios: Specifications
Specifications
Tata Tiago
Hyundai Grand i10
Engine
3 cyls, naturally aspirated petrol
4 cyls, naturally aspirated petrol
Displacement (cc)
1199
1197
Power (hp)
86
83
Torque (Nm)
113
114
Drive layout
FWD
FWD
Gearbox
5MT
5MT
Fuel tank (litres)
35
37
1.2-litre naturally aspirated petrol engines power both the Tiago and the Grand i10 Nios. But while the former has a three-cylinder mill, the latter gets a four-cylinder unit. But while the Tiago develops 3hp more power, the Nios has a slight edge in torque output by 1 Nm. Additionally, the latter gets a slightly bigger fuel tank. What’s similar on both hatchbacks is a front-wheel drive layout and a 5-speed manual handling transmission duties.
Tata Tiago vs Hyundai Grand i10 Nios: 0-100kph acceleration times
In our 0-100kph acceleration test, the Grand i10 Nios delivered a 2.9-second quicker time. Thanks to Hyundai’s smoother engine and gearshifts coupled with easier clutch modulation, it managed to outperform the Tiago despite developing slightly less power.
Tata Tiago vs Hyundai Grand i10 Nios: Rolling acceleration times
Grand i10 Nios manages to lead in-gear acceleration timings as well
Tata Tiago
Hyundai Grand i10 Nios
20-80kph (in kickdown)
16.36
14
40-100kph (in kickdown)
23.44
22.44
Even in rolling acceleration tests, the Grand i10 Nios managed to pull ahead of the Tiago. It performed 2.36 seconds and 1 second quicker than the Tiago in the 20-80kph and 40-100kph tests, respectively.
Tata Tiago vs Hyundai Grand i10 Nios: Prices
Tiago more affordable by up to Rs 90,000
Tata Tiago vs Hyundai Grand i10 Nios: Prices
Tata Tiago
Hyundai Grand i10 Nios
Price (Rs lakh, ex-showroom)
4.70 – 7.30
5.60 – 7.52
Price-wise, the Tiago is more affordable than the Grand i10 by a fair margin. At the base and top-end, the Grand i10 is pricier than the Tiago by Rs 90,000 and Rs 22,000, respectively.
Autocar India’s testing standards
Before we conduct our performance tests, we check and maintain tyre pressures based on the manufacturer’s recommendations and ensure the car has a full tank of fuel. The car is then tested in a controlled environment with two people on board, and the data is collected via highly accurate GPS-based timing equipment.
A camouflaged prototype of Mahindra’s all-new SUV has been spied in the town of Kaza in Spiti Valley, Himachal Pradesh, our source indicated. Considering this region sits at an elevation of 3,650 metres above sea level, it appears that Mahindra is conduction high-altitude tests of its upcoming sub-4-metre SUV. The production-spec model of the Vision S, whose concept was first revealed in August 2025, will likely be slotted above the XUV 3XO in the brand’s line-up.
Spy shots confirm short overhangs, boxy silhouette, flush door handles and more.
Features include LED headlamps and panoramic sunroof.
Mahindra Vision S prototype: Exterior design details
The new spy footage reveals several exterior details of the brand’s upcoming SUV
At the front of the prototype is Mahindra’s new six-slat grille, flanking which are sleek LED headlamps. These could sport the same L-shaped design first seen in the Vision S concept. The front fascia of the prototype reveals a muscular-looking clamshell bonnet and a prominent lower air dam with a concealed centre trim, which could be the radar module as part of the car’s ADAS (Advanced Driver Assistance Systems) suite.
The dark patch on top of the windshield is likely where the rain sensors are located. The spy shots show pronounced wheel arches, similar to those seen on the concept car, plus a panoramic sunroof and large ORVMs (outer rearview mirrors). Following the design language of the concept, the prototype features short overhangs, flush door handles, a flat roofline, chunky side cladding, deep wheel wells, a rising beltline towards the rear, and a fuel-filler cap above the left-rear wheel arch.
The upright-looking rear of this Mahindra SUV prototype features vertically oriented LED tail-lamps, a spare wheel mounted to the side-hinged tailgate, a stubby roof spoiler with an integrated high-mounted stop lamp, a sharkfin antenna, and a relatively flush-looking rear bumper. Overall, the boxy proportions and upright stance of the Vision S concept is noticeable here on the prototype as well.
Mahindra Vision S prototype: Expected interior and powertrain details
The production-spec model is expected with a feature-rich cabin and multiple powertrains
The new spy footage doesn’t reveal many details about the interior of this upcoming Mahindra SUV. However, previous spy shots have shown a version of this interior. To recap, there will be an upright dashboard with an integrated infotainment display, curved AC vents and physical switchgear, and a leather-wrapped steering wheel.
Underpinning the Vision S concept was Mahindra’s new Nu_IQ platform, which supports petrol, diesel, hybrid and fully electric powertrains. While Mahindra hasn’t specified a launch date for this upcoming compact SUV, it’s expected to make its debut sometime in 2027.
For our first drive of the all-new Tekton, Nissan organized an elaborate 700km plus test drive from Chandigarh to Leh, tackling everything from crowded city traffic and fast highways to mountain passes and broken roads. The aim was to find out whether Nissan’s new midsize SUV has what it takes to take on the Hyundai Creta, Kia Seltos and Maruti Victoris in the real world.
Nissan Tekton Exterior Design and Engineering – 9/10
The Tekton is, in essence, a badge-engineered Renault Duster. It is built at the same plant, on the same assembly line, and shares its platform, powertrains and several components with its French sibling. Nissan, however, has worked hard to give it a distinct identity, drawing inspiration from its flagship Patrol SUV.
1.3 turbo variants can be identified by the red strip on the grille and T280 badge.
The front end is undoubtedly the highlight. The grille, connected light bar and red accents on the 1.3-litre turbo variants lend it a bold and distinctive look. It even gets functional bumper air scoops and fog lamps, the latter being an increasingly rare feature in this segment. The sculpted bonnet adds plenty of visual muscle, while the side profile is enhanced by attractive 18-inch alloy wheels wrapped in chunky, high-profile tyres.
Practicality extends beyond appearances. Ground clearance stands at an impressive 212mm, making the Tekton well suited to rough terrain. The T280 badge on the front fender denotes the 280Nm produced by the 1.3-litre turbo-petrol engine, while a unique applique depicting the Himalayas adds a touch of character. Its pillar-mounted rear door handles link ties to Nissan SUVs of yore like the Pathfinder and X-Terra.
The execution of its tail-lamp design is spot on, looking most similar to the Patrol.
At the rear, the tail-lamp design bears the strongest resemblance to the Patrol and is executed rather well. While the Tekton isn’t the largest SUV in its class, it strikes a pleasing balance between road presence and urban friendliness. We suspect its styling is likely to be one of its biggest selling points.
Nissan Tekton Interior Space and Comfort – 8/10
Inside, Nissan has done a commendable job differentiating the cabin from the Renault Duster. The layout remains familiar, but the padded leatherette on the dash and doorpads look classy and along with the burgundy, gold and light cream colour scheme lends the interior a more premium ambience. There are also subtle Nissan-specific touches on the dash fascia, including an Easter egg inspired by Japanese numerals represented by 2 vertical lines (Ni) and three horizontal lines (san).
Neatly dressed-up interior look and feel quite upmarket.
The driving position is excellent. Visibility is strong, the bonnet is clearly visible from the driver’s seat, and most controls fall easily to hand. Ergonomics are largely spot-on, though taller drivers who prefer a high seating position may find the large plastic panel near the A-pillar slightly intrusive.
Burgandy, gold and light cream colour scheme, along with the soft leatherette paddings enhance the cabin’s premium feel.
One area where the Tekton needs improvement is air conditioning performance. Even at the lowest temperature setting, the cabin takes time to cool down. Thankfully, the ventilated front seats are highly effective and help offset this weakness. The seats themselves deserve praise for their excellent support and long-distance comfort. The digital instrument cluster is clear and easy to read, offering multiple display layouts, including a full-map view. Unlike the Duster’s less intuitive tachometer display, the Nissan gets a more conventional and user-friendly setup. Physical controls for climate functions, audio settings and ADAS shortcuts are particularly welcome in an era increasingly dominated by fiddly touch panels.
Powered front seats are supportive and have a very effective ventilation function.
Storage solutions are generally well thought out. The cooled wireless charging pad prevents phones from overheating, while USB-C ports and a 12V socket are provided. However, 1-litre bottles cannot be stored vertically in the front door bins; although they can be placed vertically in the rear door bins. Useful storage spaces include deep cupholders and a large central armrest console. The glovebox is generous, though part of it is compromised by the fuse box, just as in the older-gen Duster.
Cabin space is adequate for four adults; seats are very comfy.
Accessing the rear seat requires a bit of effort due to the high step-in and narrow opening, but once seated, comfort levels are impressive. The seat backrest is well angled, under-thigh support is good, and there’s plenty of room beneath the front seats to stretch out. The rear bench is best suited to two adults rather than three, although all occupants get individual headrests and three point seatbelts.
Rear-seat amenities include seatback pockets, rear AC vents, two USB charging ports, a centre armrest and a phone holder. The panoramic sunroof adds a real sense of occasion, especially on scenic drives through the mountains. That said a boss mode for the electrically adjustable front passenger seat and rear sunshades aren’t available.
Cavernous 518-litre boot is ideal for road trips; gets a spare wheel too.
Open the electrically operated tailgate and you’re greeted by a massive 518-litre boot. It comfortably swallows luggage and is the largest in its class, making it ideal for long-distance touring. There’s a full-size spare tyre too.
Nissan Tekton Features and Safety – 9/10
The Tekton is otherwise generously equipped with kit like panoramic sunroof, powered and ventilated front seats, 10.25-inch instrument cluster, 10.1-inch touchscreen which not only gets wireless Android Auto and Apple CarPlay, but it also gets native Google integration including Gemini voice assistant, among other notable features. The only real disappointment is the below par quality of the 360-degree camera system.
With in-built Google, screen works well; 360-degree camera quality is below par.
Safety credentials are strong. Along with a comprehensive ADAS suite, the Tekton has secured a five-star Bharat NCAP rating, just like its Renault sibling. The lane-keep assist didn’t seem to keep the vehicle properly centred within the lane, and it tended to weave between the lane markings.
The adaptive cruise control system also performed well, maintaining safe distances and slowing progressively with traffic. Its acceleration back to the set speed, however, feels somewhat slow regardless of drive mode.
10.25-inch instrument cluster is well executed; gets a full map view too.
Nissan Tekton Performance and Refinement – 7/10
The entry-level powertrain is a 1.0-litre turbo-petrol shared with the Magnite. With some updates though that has taken torque higher to 166Nm – up from 160Nm, while power remains the same at 100hp. It is paired exclusively with a six-speed manual gearbox.
To compensate for the Tekton’s weight and performance demands, Nissan has equipped this version with shorter gearing than the 1.3-litre variants. Around town, it feels perfectly adequate, but the small-capacity turbo engine suffers from noticeable turbo lag. Steep inclines often require clutch slip to get moving, and enthusiastic driving demands frequent gear changes to keep the engine in its power band. Peak boost arrives beyond 3,000rpm, while the gearbox itself lacks the slickness of some Korean and Japanese rivals.
If you love to drive, this is one of those cars that you’re surely going to like.
The 1.3-litre turbo-petrol is significantly more appealing. Refinement levels are better, performance is considerably stronger, and overtaking requires much less planning. Turbo lag is reduced compared to the 1.0-litre, though it hasn’t been eliminated entirely. On steep gradients and under stop-start conditions, the engine occasionally struggles to build revs quickly enough, exposing a weak bottom-end response.
Once past 2,500rpm, however, the turbo wakes up and the Tekton gathers speed with enthusiasm. The engine also produces an appealing turbo whoosh at higher revs, though some may find it intrusive.
Enthusiasts are likely to yearn for a bit more responsiveness from both the engines.
This engine comes with a manual as well as a six-speed wet-clutch dual-clutch automatic transmission, which is the one we drove. Shifts are impressively smooth and seamless, but responses are slower than expected. The gearbox’s tendency to upshift early can make the Tekton feel less responsive than it actually is, often prompting the use of the paddle shifters for quick overtakes.
There are two drive modes – Comfort and Eco – though enthusiasts will miss the absence of a Sport mode. Fortunately, manual mode allows greater control over the transmission and proved particularly enjoyable on mountain roads. In city traffic, however, the combination works well, with smooth low-speed behaviour and a well-calibrated creep function.
Even though we didn’t get a chance to test the Tekton for outright performance and fuel efficiency, we have extensively tested its Renault sibling, and the numbers aren’t particularly impressive. Expectedly, the Duster’s performance testing revealed that the 1.3-litre manual is the quickest variant to 100kph (10.32 sec), , while the 1.3 DCT’s reluctance to allow aggressive launches affects its outright acceleration times (11.33 sec). The 1.0-litre (13.26 sec) delivers acceleration comparable to the naturally aspirated 1.5-litre engines found in the Creta and Seltos.
Nissan Tekton Mileage and Efficiency – 6/10
Once again, taking the Duster’s figures for refence, average real-world fuel efficiency is quite weak too with the 1.0 version (10.98kpl) faring only slightly better than the 1.3 versions (10.47kpl for DCT, 10.64kpl for MT). Like the Duster, all variants of the Tekton get an Eco mode as well as an auto engine stop-start function to keep a check on fuel consumption.
Nissan Tekton Ride Comfort and Handling – 9/10
As with the Renault Duster, Nissan has absolutely nailed the ride-and-handling balance. Unlike many European cars, the Tekton does not feel overly firm at low speeds. Instead, it delivers a supple, absorbent ride that shrugs off poor road surfaces with ease. Even sharp potholes generate more noise than impact inside the cabin.
Unlike some rivals, its low speed ride doesn’t have the typical underlying firmness.
Handling is equally impressive. The Tekton changes direction eagerly and inspires confidence, making it genuinely enjoyable to drive. Its electronic power steering offers Light and Heavy modes, though the lighter setting strikes the better balance between ease and precision. The steering feel is among the best in the segment.
Braking performance is another strong point. Throughout our drive to Leh, the brakes consistently inspired confidence, delivering strong stopping power and natural pedal feel.
Nissan Tekton Value for Money – 8/10
Priced between Rs 10.50 lakh and Rs 18.5 lakh, the Tekton commands a premium of Rs 10,000-50,000 over an equivalent Renault Duster. The range consists of 12 variants: six powered by the 1.0-litre turbo petrol, two by the 1.3-litre manual and four by the 1.3-litre auto, indicating Nissan’s focus on the smaller engine.
The biggest drawbacks of the powertrains though are the lack of outright punch and responsiveness, as well as fuel efficiency that may not satisfy high-mileage users. Neither Renault nor Nissan offers a diesel option, and while the Duster is expected to receive a hybrid powertrain, Nissan has ruled out one for now.
However after 700km behind the wheel, the Nissan Tekton leaves an overall positive impression. It is handsome, well equipped and comfortable, with a premium-feeling cabin and class leading 518-litre boot. The rear seat may not be the most spacious in the segment, but it comfortably accommodates four adults, while its ride-and-handling balance ranks among the very best in class. The Tekton then is a thoroughly competent midsize SUV. And in a segment packed with strong contenders, this one too deserves serious consideration.
Combined with the classy-looking leatherette padding on the dash and door pads, plus the burgundy, gold and light cream colour scheme, the interior of the top-spec Nissan Tekton looks upmarket. The driving position is great and provides excellent all-round visibility, while the seats themselves are comfy enough to be occupied even over long-distance drives.
