The Kawasaki Z300 is the Japanese brand’s new entry-level street naked, which will sit at the bottom of its Z lineup, drawing styling cues from the larger Z900. It is built on the same platform as the Ninja 300 and brings a parallel-twin engine to a segment largely dominated by single-cylinder bikes, going up against the KTM 390 Duke and TVS Apache RTR 310.
1. What engine does the Kawasaki Z300 use?
The Z300 is powered by a 296cc liquid-cooled parallel-twin engine producing 39hp and 26.1Nm of torque, paired with a six-speed gearbox. The engine is shared with the Ninja 300, but the Z300’s upright ergonomics, largely thanks to a wide, single-piece handlebar, should give it a more relaxed character than its faired sibling.
2. What features does the Kawasaki Z300 get?
The Z300 gets a new instrument cluster with smartphone connectivity, which should be an upgrade over the dated yet charming analogue semi-digital console on the Ninja 300. During the launch livestream, we spotted more than one type of display. One appeared to be a negative LCD unit, while another had a white backlight and could be a TFT screen. This suggests the Z300 may be offered in multiple variants with different feature levels, but Kawasaki is yet to confirm the full variant breakdown.
3. What colours will the Kawasaki Z300 be available in?
The Kawasaki Z300 will be available in two colours at launch – Green and Black.
4. Which bikes will the Kawasaki Z300 rival?
The Z300’s closest rivals are the KTM 390 Duke and the TVS Apache RTR 310. Both are single-cylinder motorcycles with more performance-oriented chassis setups, although the Z300’s parallel-twin engine should give it an edge in refinement. The Z300 might not match them in terms of outright performance, but the Kawasaki badge and twin-cylinder engine give it a distinct proposition in this segment.
5. What is the Kawasaki Z300 price?
‘Kawasaki had scheduled a full price and specification reveal for October 20, but pricing is yet to be confirmed on the Kawasaki India website at the time of writing. For context, the faired Ninja 300 is currently listed at Rs 3.34 lakh (ex-showroom, India). The Z300 gets a new instrument cluster, at the very least, but also has less bodywork. A price in the range of Rs 3.20 lakh to Rs 3.50 lakh (ex-showroom) seems likely, but we’ll update this once Kawasaki confirms the official pricing.
Kawasaki has expanded its 2027 KLE500 range with a new SE SmartRide variant, which adds a mechanical centrifugal clutch to the parallel-twin adventure motorcycle. The system allows riders to pull away and come to a stop without operating the clutch lever, while gear changes on the move still use the lever and pedal as normal.
KLE500 now has three variants
451cc parallel-twin engine produces 45hp and 42.6Nm
Kawasaki KLE500 SE SmartRide details
No other mechanical changes over the KLE500 SE, which debuted last year
The KLE500 lineup now comprises three variants – the base KLE500, the KLE500 SE and the new KLE500 SE SmartRide. At first, the SmartRide system may sound similar to Honda’s E-Clutch technology, but the two work quite differently. While both aim to simplify clutch operation, Honda uses an electromechanical actuator to automate clutch movement, whereas SmartRide relies on a purely mechanical centrifugal clutch.
Aside from the addition of the clutch technology, the SmartRide variant also gets tubeless tyres, replacing the tube-type setup on the standard SE. Otherwise, the two variants share the same hardware, including the 451cc parallel-twin engine producing 45hp at 9,000rpm and 42.6Nm at 6,000rpm.
The SE SmartRide is available in a single colour, Pearl Blizzard White. Following its international debut last year, we’d reported that Kawasaki India has the KLE500 in the pipeline for a launch here, which we expect to happen over the next few months.
When it goes on sale, the KLE500 will join a growing list of sub-500cc adventure bikes in our market. Given its potential CBU (Completely Built-Up) import route and the premium pricing that would entail, it will also see competition from upcoming India-made motorcycles such as the Royal Enfield Himalayan 750 and the Norton Atlas.
Norton Motorcycles will premiere its much-awaited 450cc-class single-cylinder roadster at EICMA 2026 in Milan, expanding its range with a motorcycle aimed at higher volumes in India and overseas. Autocar Professional expects the motorcycle to produce around 40-45hp and 40-45Nm. The engine is likely to be liquid-cooled and is expected to come with a 6-speed gearbox. The roadster will be the first model on a new platform understood to be called the H-series, with other body styles to follow. It will sit below the TVS Motor-owned British marque’s twin-cylinder Atlas range and V4-powered Manx family.
Norton Atlas is expected to first launch in India, in Q1 2027
New Norton single-cylinder motorcycle will launch overseas and in India simultaneously
Will also be manufactured at TVS’ Hosur plant
New Norton single-cylinder platform at EICMA 2026
Expected to launch in India and overseas in 2027
Autocar Professional understands that TVS plans to begin Norton’s India rollout in the January-March 2027 quarter, if not sooner, starting with the Atlas, followed by the Manx. The H-series roadster is expected to launch simultaneously in India and global markets in the second half of 2027. Responding to queries from Autocar Professional, a Norton spokesperson said the brand’s India introduction would follow its appearance at this year’s Milan show. “Norton is set to launch in India soon following the brand’s presence at EICMA this year, when the next key stage of the resurgence will be revealed,” the spokesperson said. The company has not officially confirmed the roadster’s platform name, engine capacity, output, pricing or sales timeline.
Norton has recently trademarked three names in India – Roven, Inter and Avalon and the first single cylinder bike may bear one of them. In 2025, the company also trademarked the Norton Electra name here, and this followed on the trademarking of the Norton Combat name in 2023.
Reimagined Norton under TVS
Design and ease of use is at the new Norton’s core
Differentiated design is central to TVS’s effort to give Norton a contemporary identity while retaining its British heritage. Simon Skinner, Head of Design, Norton Motorcycles, is leading the development of a design language connecting the brand’s products across capacities and categories. The roadster will extend that approach to a motorcycle intended to sell in larger numbers.
As we have seen with the thoroughly modern designs on the Atlas and V4, it is safe to anticipate modern, pared-back styling, with selected mechanical components exposed and others concealed. This could help distinguish the roadster in a segment where several competitors draw heavily on retro styling. According to Norton, the Manx R received the “Best of the Best” distinction at the 2026 Red Dot Award: Design Concept. Norton Design was also recognised at the 2026 International Design Excellence Awards in the United States.
The roadster is expected to prioritise manageable weight and ease of use, particularly in city riding. It could feature 17-inch wheels and equipment drawn from Norton’s larger motorcycles, potentially including an eight-inch TFT touchscreen, riding aids and multiple riding modes. Final specifications remain unconfirmed.
Taking on Royal Enfield
How does Norton plan to combat the 350cc onslaught?
The platform represents a significant bet on the global mid-size motorcycle market. The opportunity spans roughly the 350cc-750cc categories, with annual volumes estimated at around 15 lakh-20 lakh units. This broad classification includes motorcycles marketed as 350cc models whose actual displacement is slightly lower.
It will bring Norton into closer competition with Royal Enfield and Triumph in India and overseas. However, the new single-cylinder Nortons will face a specific challenge in India. That is the fact that they will not come under the 350cc segment, unlike the massively popular RE 350 range and the recently re-engineered 349cc Triumph line in India. The result is that they will attract the much higher 40 percent GST rate instead of 18 percent. Norton is likely to position these bikes at a premium that will be justified by higher levels of technology and a heavy focus on design, quality and detail.
Royal Enfield’s dominance in India demonstrates the demand for motorcycles used for daily travel, touring and leisure riding. Its extensive dealer network, broad product range and established riding community also present a substantial challenge for Norton. Overseas, Royal Enfield has expanded into many of the markets the TVS-owned British marque is targeting. For TVS, the single-cylinder Norton offers a way to participate more widely in this market. Additional body styles on the same platform would help spread development costs and reach buyers with different riding preferences.
The India distribution plan
TVS is yet to confirm showroom rollout schedule for India
Norton’s design and heritage will form part of its appeal, but pricing, service coverage and parts availability will be important to building sustained sales, particularly in India. TVS had said in June that the Norton Atlas would be introduced in India later in the year. It had also scheduled the launch of TVS Paddock, its premium retail channel for both Norton and select premium TVS products, for the second quarter of FY27. The latest official response did not provide an updated Paddock rollout schedule.
Current preparations are understood to point to around three Paddock outlets by December, although a larger network is being sought. The number of outlets that will be operational when motorcycle sales begin has yet to be finalised. The company said it now has more than 50 retailers across 10 markets, including the UK, Italy, France, Germany and Spain. Preparations for a United States launch are continuing, subject to the final stages of vehicle certification.
Norton said its European test-ride programme had introduced the new motorcycles to thousands of riders. Foster + Partners has designed its showroom environments. TVS acquired Norton in April 2020. Its FY2025-26 annual report records investments exceeding GBP 250 million in rebuilding the business and identifies the marque as an important part of its premium-isation strategy, particularly in developed markets.
India already supports that expansion through manufacturing. The first Atlas motorcycles rolled off TVS’s Hosur production line in June, combining Norton’s UK design and engineering with its parent’s manufacturing operations. Production for the new single-cylinder range will also be out of Hosur.
With inputs from Anurag Chaturvedi and Rishaad Mody.
CNG is shaping up to be the new diesel. For the second year running, CNG passenger vehicles outsold diesels, accounting for 21.98 percent of the market compared to 18.08 percent for oil burners in FY2026. That is a very big deal. Big enough for Mahindra – traditionally a diesel-first brand – to sit up, take notice and want a piece of the action. Its first attempt – if you don’t count the fleet-only KUV100 CNG – is the Mahindra XUV 3XO ZNG. Read as Zee-NG and pronounced Zing. The headline is that it makes the same amount of power as the pure-petrol 3XO TCMPFi. We experienced it in Mumbai to see if it really has zing.
Mahindra XUV 3XO ZNG Exterior Design and Engineering – 7/10
Outside, there isn’t much to tell the ZNG apart from the regular XUV 3XO. Our test car is based on the REVX trim and gets a body-coloured grille, while other trims gloss black. LED lighting is present, though fog lamps are missing even on the top REVX A CNG trim.
ZNG badge on the tailgate is the only exterior telltale of the CNG powertrain.
In profile, you’ll notice the gloss black 16-inch wheels – the largest size available on the ZNG, with 17s reserved for the pure-petrol TGDi. At the rear is the clearest giveaway of its CNG powertrain: a ZNG badge on the tailgate.
XUV 3XO ZNG Interior Space and Comfort – 8/10
Inside, too, the ZNG is largely identical to its petrol and diesel counterparts, with a CNG switch to the right of the steering wheel being the only real giveaway. The dual-tone dashboard with lots of gloss black trim is otherwise carried over unchanged. Despite not being the top of the line variant, the cabin has an upmarket and well-trimmed air to it.
Our REVX A test car gets black leatherette seats, which can get quite hot, and they lack ventilation, just like the regular 3XO. The front seats are also a bit tight for larger frames, and the lack of a telescoping steering makes it hard to get comfy. Another ergonomic gripe is the tight driver’s footwell, with no dead pedal – pertinent as a six-speed manual is your only gearbox option.
The rear seat remains spacious and comfortable for its segment, and accommodating three abreast is not an issue. One area where the 3XO fell short was boot space, measuring just 295 litres – the smallest in the segment. To keep as much of the boot intact as possible, Mahindra has moved the space-saver spare under the body and placed a dual-tank setup under the boot floor. The combined liquid capacity of the tanks is 60 litres, which translates to 10kg of CNG capacity.
Boot capacity has dropped to 270 litres, which is smallest amongst immediate rivals, however it remains fairly wide and can accommodate up to four cabin bags.
Mahindra XUV 3XO ZNG Features and Safety – 8/10
The 3XO ZNG is available in four trims, which offer the same features as their petrol and diesel counterparts. The highlights are a pair of sharp 10.25-inch screens for infotainment and instrumentation, a panoramic sunroof and a six-speaker audio system with Dolby Atmos.
The digital instrument cluster has a few more CNG-related functions. Hit the CNG switch, and an indicator on the digital instrument cluster confirms the fuel you are using, while the fuel gauge changes to display the fuel level. The cluster can also show the ratio of time spent in each fuel mode and the corresponding fuel efficiency.
As such, the 3XO ZNG is reasonably well equipped compared to equivalent variants of its main rival, the Tata Nexon iCNG. However, the Nexon offers a wider choice of CNG variants, with top-spec versions getting features such as a 360-degree camera, ventilated front seats and a wireless charger, all of which the Mahindra misses out on.
The safety kit is quite comprehensive, featuring six airbags, ESC, ISOFIX mounts, a tyre pressure monitoring system and a reversing camera. The regular XUV 3XO is also a five-star Bharat NCAP safety-rated car, and Mahindra says the ZNG has been engineered to meet the same standards.
Mahindra XUV 3XO ZNG Performance and Refinement – 8/10
Powering the ZNG is the same 1.2-litre multi-point fuel injection (MPFi) turbo-petrol engine that does duty on the lower and mid-level trims of the 3XO. The kicker is that Mahindra quotes the exact same power and torque figures for CNG as for the pure-petrol version – 111hp and 200Nm. That is highly unusual, as a 10 to 15 percent drop in power figures is the norm. For comparison, its direct rival, the Tata Nexon iCNG, loses 20hp when switching from petrol to CNG. Mahindra says it has managed this with the use of a 10-bar CNG injection system. It also says the turbocharger and ECU calibration have been optimised to run on CNG, and initial impressions seem to back this up.
1.2-litre TCMPFI engine uses a 10-bar CNG injection system; Mahindra claims identical 111hp and 200Nm figures for petrol and CNG.
In everyday driving, the difference between CNG and petrol modes is barely noticeable. The engine feels smooth and refined in both, only becoming audible when extended. Performance, too, is very similar. Throttle response is good and the motor feels tractable, rarely requiring a shift into first when negotiating a speed breaker. There is a bit of turbo lag below 2,000rpm, but get past this and performance feels brisk.
The switch between modes is also quite seamless, with no apparent jerkiness or change in engine note. However, switch back and forth a few times, and you’ll notice the throttle response is ever so slightly duller in CNG mode, and there are times when it will hesitate on sudden throttle inputs. Overall, though, calibration in CNG mode is very good, and in everyday driving, there is very little to fault.
Performance feels brisk once you get past 2000rpm.
While the pure-petrol version of this engine can be had with a six-speed torque-converter automatic, the ZNG is only available with the six-speed manual. While its immediate rivals don’t offer an automatic with CNG either, Mahindra would have done well to offer at least an AMT. As it is, the manual is a smooth and easy-to-use unit, but not quite at the level of its Japanese or Korean competition. Its throws are a bit too long, and the clutch, while light, has a long travel.
In terms of outright performance, Mahindra claims an 11.8sec 0-100kph time for the ZNG. We conducted a quick performance test (not to Autocar India standards), which resulted in a 0-100kph time of 12.98s on petrol and 12.64s on CNG – a difference we put down to the launch. In-gear acceleration figures paint a clearer picture, where the ZNG was quicker in petrol mode by about 0.7 seconds in both 20-80kph and 40-100kph runs. Nevertheless, performance in either CNG or petrol is so close that most drivers would be hard-pressed to tell the difference.
Mahindra XUV 3XO ZNG Mileage and Efficiency – 8/10
Mahindra claims an efficiency figure of 24.7km/kg for the XUV 3XO ZNG, which translates to a theoretical range of 247km from its 10kg CNG capacity.
CNG filler neatly positioned beside the fuel filler; fuel filler door still has a manual release in the cabin.
It also gets an idle-stop/start function, which should help efficiency. We will verify these claims with a real-world test soon.
Mahindra XUV 3XO ZNG Ride Comfort and Handling – 9/10
Light steering works well in town; steering modes dial up resistance but don’t offer better feel.
The switch to CNG adds around 100kg to the 3XO, most of it concentrated at the rear. To ensure this doesn’t affect ride or handling, Mahindra has tweaked the suspension to cope with the extra weight. The ZNG’s ride has a slightly firm edge, but overall it deals with bad roads very well.
16-inch wheels and tall tyres are better at absorbing sharper bumps than the 17s on higher petrol trims.
The smaller 16-inch wheels also play an important part here, as their taller-sidewall tyres absorb sharp edges before they make their way to the cabin. Overall, the ride remains amongst the best in the class.
Handling, too, remains tight and engaging, with a planted feel around the bends. The steering is light and direct, and while you can dial up the resistance using the three steering modes, this adds little in terms of feel or feedback.
Mahindra XUV 3XO ZNG Value for Money – 8/10
Overall, the Mahindra XUV 3XO offers good value for money and makes for a compelling entrant into the CNG compact SUV space. Prices for the Mahindra XUV 3XO ZNG start at Rs 9.99 lakh and go up to Rs 12.27 lakh, which is between Rs 1 lakh and Rs 1.2 lakh more than the equivalent petrol trims. Pricing is on par with comparable variants of the Tata Nexon iCNG. However, the Nexon has a wider range and also offers more features on the higher trims.
Mahindra has packaged the CNG tanks cleverly, minimising the impact on boot space. That said, the 3XO’s boot wasn’t particularly large to begin with, and that remains a drawback. What sets it apart is the driving experience. CNG calibration is very good, and performance in CNG mode is close enough to petrol for most people not to notice a real difference. For a first attempt, the XUV 3XO ZNG certainly ticks a lot of boxes.
Vida, the electric two-wheeler brand from Hero, has revealed a new version of its electric youth motorcycle called the Dirt.E K3 6Days Limited Edition. It was showcased in Portugal at the 100th Fédération Internationale de Motocyclisme (FIM) International Six Days Enduro (ISDE), an off-road race that started back in 1913.
Production limited to 100 units
Gets official 6Days logos and race-inspired graphics
Based on the Dirt.E K3, uses a 500W motor and 360Wh battery
Vida Dirt.E K3 6DAYS Limited Edition details
Features red and green colour scheme to match flag of host country of the race, Portugal
To celebrate the event, Hero has limited the production to only 100 units of the bike, with each unit honoring one of the 100 editions of the race. The motorcycle features official 6Days logos and gets a red and green colour scheme to match the flag of Portugal, the host country of the race. Apart from the cosmetic changes, the motorcycle remains mechanically unchanged.
The base bike first debuted in December 2025 as an electric off-roader designed specifically for young riders. Its most unique feature is the modular setup that allows you to adjust the bike’s proportions as your child grows. Just by using an allen key, parents can adjust the handlebar height, footpeg position, and seat height to change ergonomics as the rider gets taller.
Powering the mini dirt bike is a 500W motor that allows a top speed of 23-25kph. It uses a removable 350Wh battery pack that takes three hours to charge from 0 to 100 percent.The motorcycle has three ride modes: Beginner, Amateur and Pro, limiting speeds to 8kph, 16kph and 25kph, respectively.
Currently the standard variant of the motorcycle is priced at Rs 89,990. Hero has not revealed pricing or availability timelines for the 6Days edition, but given that it’s a limited-run model, we can expect it to demand a premium.
Stellantis has confirmed 12 Citroen and Jeep launches for India by 2030 as part of a roadmap dubbed ‘FaSTLAne 2030’. Speaking to Autocar India at the 2026 Paris Motor Show, Tianshu Xin – the head of Stellantis China and Asia-Pacific – confirmed a new investment of Rs 4,000 crore for the Indian market and said, “The plan is to introduce 12 new models in the next three years…seven of them will be new models and five are upgrades.”
Stellantis India lines up a dozen launches across Citroen and Jeep
Multiple SUVs inbound, along with an MPV, an entry-level car, and a premium pickup
The first model under FaSTLAne 2030 is scheduled to go on sale in India by the second quarter of 2027. This influx of new Citroen and Jeep launches will cover the compact, midsize, and premium SUV segments, and include a new MPV, an entry-level car, and a premium pickup truck. Of the 12 launches, seven will be from Citroen and five from Jeep.
Brand footprints to be expanded in India
Stellantis says these brands will play “distinct but complementary roles” in its line-up – Jeep will bolster its current position in the premium SUV arena, and Citroen will do the same in the mass-market segments. Expanding the customer reach of Citroen and Jeep is crucial, and Stellantis has committed to growing the brands’ retail and service networks, especially in Tier 2, 3, and 4 cities, along with increasing parts availability.
More Stellantis EVs coming, hybrids also confirmed
Additionally, Stellantis has confirmed a new multi-fuel strategy for the Indian market, which will span “efficient internal combustion engines, hybrid, plug-in hybrid (PHEV), and battery-electric (BEV) technologies.” These are already offered by Stellantis brands globally, and it should be interesting to see the specific powertrains that make it to India. As it stands, the majority of Stellantis India’s powertrain offerings are petrol; Citroen and Maserati also offer EVs, while Jeep additionally offers diesel in entry-level models.
Localisation target of 90 percent
According to Xin, the new models under FaSTLAne 2030 will be produced in India, so localisation will play a key role for competitive pricing. In light of that, Stellantis has set a target of 90 percent localisation across Jeep and Citroen, and will bank on its Indian R&D and manufacturing facilities, along with its supplier ecosystem, to achieve this. Moreover, India-developed FaSTLAne 2030 models will be exported to overseas markets.
Stellantis India’s two major brands, Citroen and Jeep, haven’t been very successful at attracting buyers in recent years. Citroen’s cars, despite recent updates, have struggled to gain traction in India due to their rivals being more aspirational and feature-rich. Jeep India, meanwhile, hasn’t launched any new models or facelifts in several years, turning prospective buyers away to more updated offerings. FaSTLAne 2030 is looking to be the shot in the arm that Stellantis India needs to pique buyer interest again.
What about Leapmotor?
Xin also provided an update on the long-overdue India entry of Stellantis’s Chinese EV brand, Leapmotor. Stellantis had planned to bring Leapmotor to India in 2025, but that evidently didn’t pan out. Xin noted that Leapmotor’s India entry is still being studied, and that there has to be enough “volume potential to justify the business case.” Therefore, a decision on Leapmotor entering India will only be made when the business case is ‘proven and solid.’
Italian two-wheeler brand Italjet is set to enter India through a strategic partnership with Motohaus India, the Kolhapur-based distributor that also handles the Brixton Motorcycles and VLF (Velocifero) brands. The brand has revealed that full details of its product portfolio, pricing, market positioning and launch timelines will be announced at EICMA 2026 in Milan next month.
Italjet is headquartered in Bologna, Italy
Full product portfolio and launch timeline to be announced at EICMA 2026 in Milan
Italjet scooters: What are they?
The Italian brand is known for its performance-oriented scooters with radical designs
Italjet is a Bologna-based brand best known for its unconventional design philosophy and performance-oriented products. Its global portfolio comprises the Dragster scooter lineup, which starts with the Dragster 125 and goes all the way up to the Dragster 700. These products feature an underbone chassis and are unlike anything else currently available in our market. One look at them and you’ll see why. While they can broadly be classified as scooters based on their overall stance, the Dragster 700 is powered by a 698cc liquid-cooled twin-cylinder engine that produces 69hp and is paired with a 6-speed manual gearbox.
The products more likely to arrive in our market are the lower-capacity Dragster models, such as the Dragster 125 and 300, which share a similar design philosophy with elements such as a unique front suspension setup, Italjet’s Independent Steering System (ISS) and an exposed trellis frame.
Motohaus currently distributes Brixton Motorcycles and VLF scooters in our market, and Italjet products will be the latest addition to its portfolio, with more details expected at EICMA 2026.
Volvo India launched the EX90, its flagship electric SUV, in October 2026. It serves as an electric alternative to the XC90, the carmaker’s flagship ICE SUV. While the two models differ in their powertrains, they also vary in pricing, exterior design, interior features and more. Here is how the two Volvo SUVs compare.
Volvo EX90 vs XC90: Exterior
The EX90 has a simpler front design, with a closed-off grille, and vertical lighting elements on either side of the bumper. In comparison, the Volvo XC90 gets a more traditional front fascia with a prominent grille and a slightly different bumper. Both get hammer-shaped LED DRLs, though the ones on the EX90 have a pixel-like design. Also, main headlamps are hidden behind the DRLs on the EV.
In profile, the EX90 features electrically operated flush-fitting door handles and a gently sloping rear roofline. In comparison, the Volvo XC90 opts for manual pull-type door handles and a slightly more upright stance. Both SUVs feature blacked-out B-pillars, sculpted wheel arches devoid of cladding and roof-mounted spoilers. While the XC90 has a chrome outline around the glass area, the EV skips it.
Speaking of dimensions, the Volvo EX90 is 5,037mm long, 1,964mm wide and 1,744mm tall. This makes the EV 84mm longer and 33mm wider, but 27mm lower than the XC90. Both SUVs have an almost identical wheelbase, with the EX90’s 2,985mm wheelbase being just 1mm longer. It also gets larger 21-inch wheels, compared to the XC90’s 20-inch wheels.
Both SUVs feature slim vertical LED lights along the sides of the rear windscreen, although their designs differ slightly. The tail-lamps also have different designs, while the ‘VOLVO’ lettering is positioned on different locations on the tailgate. The rear bumper designs vary as well.
Volvo EX90 vs XC90: Interior and features
Both the Volvo XC90 and EX90 get air suspension, a 360-degree camera setup, an ADAS suite, four-zone climate control and an onboard air purifier. Both also feature front-seat heating, ventilation and massage functions, and a Bowers & Wilkins audio system. However, the XC90 has 19 speakers, while the EX90 gets 25 speaker units. Middle row seats don’t get heating, ventilation or massage functions on either SUV.
While both get vertically oriented touchscreens, they differ in sizes – 11.2 inches on the XC90 and 14..5 inches on the EX90. Some physical control have been provided on the XC90 under the touchscreen, while its electric counterpart does not feature them. The design for the steering wheel also differs in both cars. Also, the XC90 gets a panoramic sunroof, while the EX90 has an electrochromic glass roof, whose tint can be changed from the central touchscreen.
As for the seating capacity, the EX90 is on offer in a six seater configuration, featuring captain seats in the middle row. Meanwhile, the XC90 is a seven-seater SUV. Two interior colour options – Cardamom and Blond – are available with the XC90, while the EX90 is sold with one colour – Dawn. The XC90’s boot capacity with all seats up is 302 litres, while the EX90 claims 324 litres; the EV also gets a 46 litre frunk.
Volvo EX90 vs XC90: Powertrain
The India-spec EX90 comes with a 106kWh battery pack, which powers a dual electric motor setup. Combined output is 456hp and 670Nm, with a claimed 0-100kph sprint time of 5.5 seconds. Claimed range stands at 625km on the WLTP cycle.
On the other hand, the XC90 features a 2.0-litre, four-cylinder, turbocharged petrol engine with support from a 48V mild-hybrid system. Peak power is 250hp and max torque is 360Nm, which is 206hp and 310Nm less relatively. Its 0-100kph sprint time of 7.94 seconds is slower by 2.44 seconds.
Volvo EX90 vs XC90: Prices
EX90
XC90
Price difference
Price (Rs)
1.26 crore
98.80 lakh
27.20 lakh
At Rs 1.26 crore, the Volvo EX90 is the more expensive model in this comparison, costing Rs 27.20 lakh more. Beyond the price difference, the two models mainly differ in their powertrains and peak power outputs, while differences in their exterior and interior features are relatively less. The choice between them will depend on factors such as the buyer’s driving requirements, family size and performance.
Ex-showroom prices mentioned above are as on October 13, 2026.
TVS has updated its premium 110cc commuter, the Radeon just in time for the festive season. This update comprises all-LED lighting along with new colour options. The prices now range from Rs 67100 to Rs 73100 ex-showroom, Delhi. We are still awaiting confirmation from TVS if the previous model and the updated model will be on sale simultaneously. Compared to the previous model, the price of the base variant has increased by Rs 1,250, while the top-spec Disc variant is now Rs 7,500 cheaper.
Now gets all LED lighting
Powered by the same 110cc engine as before
Front disc brake only on top Digi-disc variant
2026 TVS Radeon: What’s new?
Gets all LED lighting and new colour schemes
The revised model gets an all new LED headlight with a signature DRL, new LED tail light and LED turn indicators, which are standard across all three variants (Base, Digi-Drum and Digi-Disc). It retains the same design silhouette as before. Now to match the updated aesthetics of the motorcycle it features a new set of colour options. The base variant is offered in Black & Blue and Black & Red colour options. The Digi-Drum variant is available in Black & Red, Black & Orange and Red & Black DT, and the top Digi-Disc variant comes in two colour options Black & Orange and Red & Black DT.
With this update the prices have also been revised, now the prices start from Rs 67100 for the base variant, Rs 70100 for the Digi-Drum and Rs 73100 for the top Digi-Disc variant. The rest of the motorcycle remains the same as before. It continues to be powered by the 110cc air-oil cooled engine, which makes 8hp and 8.7Nm of torque, paired with a 4-speed gearbox, similar to the other motorcycles in its segment.
The TVS Radeon stands out as one of the more premium offerings in its segment by offering features like all-LED lighting, USB charging, colour-digital instrument cluster, and an optional disc variant. By comparison the Honda Livo (Rs 80330 to Rs 82897) offers Japanese reliability at a premium price, and Bajaj offers better ride quality on its CT 110X (Rs 74930) and the Platina 110 (Rs 75797). As a whole package the Radeon brings more features to the table at an aggressive pricing compared to its rivals, which is its strong point in typical TVS fashion.
