The Royal Enfield Himalayan 411 was discontinued in late 2023, when the significantly more sophisticated Himalayan 450 took its place. However, the added technological complexity also meant that the 450 was considerably more expensive than the bike it replaced, leaving many riders longing for the 411’s simpler, more straightforward character. The new Himalayan 440 is Royal Enfield’s answer to that demand. While it retains the same DNA as the original Himalayan, it brings a number of meaningful updates nearly a decade after the first-generation bike made its debut.
New Himalayan 440 vs Old Himalayan 411: What stays the same?
The core philosophy and most of the cycle parts carry over unchanged
The Himalayan 440 retains its split-cradle frame architecture from the 411, along with the same 21-inch front and 17-inch rear spoked wheel combination. Suspension travel is also unchanged, with 200mm at the front and 180mm at the rear, as is the 220mm ground clearance and the 800mm seat height. In character and purpose, these are the same motorcycle.
New Himalayan 440 vs Old Himalayan 411: Engine and gearbox
The new Himalayan uses the same engine as the Scram 440
The most significant change on the Himalayan is to do with the powertrain, with the bike now using the same powerplant as the Scram 440. The original Himalayan was powered by a 411cc, air/oil-cooled, single-cylinder unit producing 24hp at 6,500rpm and 32Nm at 4,000rpm. The 443cc unit on the new bike makes 25.4hp at 6,250rpm and 34Nm at 4,000rpm – 1.4hp and 2Nm more.
This new engine is paired with a 6-speed gearbox, unlike the 411, which used a 5-speed unit, with revised ratios throughout. The additional gear should make highway cruising more relaxed and touring more comfortable over long distances.
New Himalayan 440 vs Old Himalayan 411: Braking
Gets improved braking hardware and dual-channel switchable ABS
On paper, the braking hardware on the Himalayan 440 seems identical to what the 411 had to offer, with a 300mm disc at the front, 240mm rear disc, and dual-channel ABS. However, Royal Enfield mentions that the hardware now comprises new two-piston Bybre floating calipers with larger pistons, delivering improved braking performance. The dual-channel ABS system is switchable, so you can disengage the rear ABS.
New Himalayan 440 vs Old Himalayan 411: Features and equipment
Gets LED headlight and Tripper navigation among other features
The 440 gets a new LED headlight, and the digital-analogue instrument cluster setup has been updated. It loses the tachometer from the original but gets the brand’s Tripper navigation pod for turn-by-turn navigation. Another notable addition includes a USB Type-C charging port. The Himalayan has always been about long-distance adventure travel and unsurprisingly, the brand is offering a long list of accessories that you can add to the bike, including protection like engine and knuckle guards, as well as luggage like a top box and official panniers.
New Himalayan 440 vs Old Himalayan 411: Price
The Himalayan 440 is priced at Rs 2.29 lakh, making it a substantial Rs 79,000 more affordable than the Himalayan 450’s starting price. In fact, when the Himalayan 411 was discontinued in 2023, it was priced between Rs 2.15 lakh and Rs 2.30 lakh. That makes the new 440’s pricing even more impressive as three years on, it costs virtually the same as its predecessor while offering a more powerful engine, better brakes and several other practical upgrades.
Simple, the Bengaluru based EV startup, has finally launched their family scooter Wave today. The scooter was first spotted testing back in March this year and was earlier referred to as Arrive during development. Simple is looking to position this as a mass market scooter compared to their sharp, performance focussed One and One S.
Simple Wave has four variants; six, if you count instrument cluster options
Lowest variant has a 2.2kWh battery, top variant has a 5kWh battery
Delivery starts from 25 September 2026
Simple Wave: What you should know
New and improved motor, battery, and design
The Wave is based on an updated platform of the brand’s One scooter range. The first update is to the suspension, with the Wave using a twin shock rear suspension (compared to the One’s monoshock) and a much longer seat. Speaking of which, the Wave has a whopping 920mm long seat, claimed to be the longest scooter seat in the country. The other headline is the 70L storage in the Wave. Of which, 63 litres come from the under seat compartment, three litres on the front apron cubby, and four litres from a quick access pocket on the left side of the rider’s seat (called Pill Storage). An identical pocket for the right side is offered as an accessory.
The Wave has four variants by battery capacity. The base WaveS is offered in two battery capacities, 2.2kWh and 2.7kWh with 110km and 132km of IDC range, respectively. The middle variant, Wave, has a 3.7kWh battery and 171km of IDC range, and the top Wave+ variant has a 5kWh battery and 243km of IDC range. Wave+ currently has the highest range in its segment. Compared to the One range, the powertrain has seen updates all over. The 6.4kW motor has been updated to third generation and so has the Battery Management System, with the overall size of the motor reduced by 15 percent.
For context, the One uses a 5kWh battery and an 8.8kW motor; the One S has a 3.7kWh battery and a 6.4kW motor. They offer up to 265km and 190km of claimed range, respectively. Do note that there’s also a One Ultra with a 6.5kWh battery and a motor with 8.8kW of power with a claimed 400km range, but the delivery dates for that have not been announced so far. The One Ultra is currently the most expensive scooter from Simple, priced at Rs 2.35 lakh (ex-showroom, Bengaluru).
The scooter’s design has also shifted to a sleeker silhouette, letting go of the One’s sharp and aggressive lines. Simple claims it’s inspired by water, as opposed to air for the One range. However, the Wave retains the 7-inch TFT instrument cluster. The Wave+ gets it as standard, whereas the lower variants offer an option between the TFT or an InfinityBlack LCD cluster. The WaveS variants get three ride modes (EcoX, Eco, and Ride) with a claimed top speed of 75kph. Wave and Wave+ variants add an additional Sports mode and increases the top speed to 90kph. The 2.2kWh variant is available in two colours, 2.7kWh variants in four, and the 3.7kWh and 5kWh variants in six colours.
First spotted on the test mule, the Wave swaps the rear disc from the One range for a more cost-effective rear drum brake but retains the Combined Braking System (CBS) across all four variants. However, the One scooters offer traction control as standard rider aid, with the Wave limiting it to — called GripSense now — on the higher variants. Dimensions-wise, compared to the One range, seat height has been lowered by 5mm to 775mm and ground clearance has been increased by 3mm to 175mm.
The Simple Wave has been priced starting at Rs 1.10 lakh (ex-showroom, Bengaluru). Simple has announced that deliveries commence from September 25. Prices for the higher variants hasn’t been revealed, and Simple hasn’t clarified if the delivery date applies to all the variants. With its pricing, the Simple Wave directly rivals other EV scooters like the new Ather Konarc, Bajaj Chetak, Hero Vida, and TVS iQube, with range as its biggest trump card over all of them.
It’s not a stretch to say that the Konarc is the most important product from Ather yet, because the company hopes this new EV will help it unlock segments and markets hitherto untouched by it. The question then is, will the Konarc live up to the lofty expectations placed on its shoulders?
Konarc Design and Quality – 9/10
Straightforward design with high quality finish
The Konarc S is offered in four classy yet inoffensive colours
Striking looks aren’t a trait family scooters are known for and Ather wanted to play it very safe with the Konarc to bring in buyers that typically shop for ‘decent-looking’ scooters. While it does look a bit plain, it will still not completely meld into the ocean of humdrum two-wheelers on the road. Further reinforcing its family scooter aspirations are a quartet of very classy, yet inoffensive colours.
Another aspect that the Konarc’s prospective customers will appreciate is its excellent finish and quality levels all across – a typical Ather trait.
Konarc Ride and Handling – 9/10
Excellent ride and seating comfort, planted and surefooted handler
One big reason Ather moved to the new EL platform is that its earlier platform was never built for outright comfort and practicality. In this application, the main focus was to maximise comfort for both rider and pillion. The use of a 14-in front wheel and suspension with 90mm/100mm (F/R) of travel are two key factors in providing lovely ride comfort here.
31L boot is deep enough to fit a premium helmet
Point the Konarc towards most bumps and it will round them off without getting unsettled while isolating you from the shock to a great extent. In the scooter space, this is one of the most comfortable options available. Ofcourse, this is still a scooter and really big bumps will filter through – don’t expect motorcycle-like comfort.
Specifications
Values
Wheelbase
1352 mm
Kerb Weight
126.5 kg
Chassis type
Monocoque Full – Steel Body Construction
Something that a typical family scooter buyer values is a centre stand and the Konarc becomes the first Ather to offer it. Like other family scooters, the Konarc’s chassis is geared towards stability and ease of use. Despite the larger 14-in wheel and long 1352mm wheelbase, it felt very straightforward to ride. Its low 770mm seat height will help shorter folks get their feet down comfortably although its wide floorboard will have an impact here.
Main stand can touch down in deep ruts
A spacious seat with a padded backrest means two full-size riders will fit comfortably on the Konarc. Another nice feature is that the front end doesn’t get flighty even with a heavy pillion onboard, despite no preload adjustability on the monoshock. The only ergonomic miss is that riders taller than 5’10 will find their knees touching the handlebar during full-lock turns.
Specifications
Values
Wheel Size
Front – 14 inch, Rear – 12 inch
Front Tyre Size
90/90-14
Rear Tyre Size
100/90-12
Brake type
Front – Disc, Rear – Drum
Front Brake Size
220 mm
Rear Brake Size
130 mm
Front Suspension Type
Telescopic Fork, 90mm travel
Rear Suspension Type
Dual Hydraulic Coil Spring, 100mm travel
Konarc Performance – 8/10
Has enough performance, new motor has very silent running
Not only is the Konarc a big leap ahead in terms of comfort, its riding experience is also well-suited to city commuting. A big part of that is down to the comfort but its new swingarm-mounted motor also contributes here. Unlike the Rizta and 450 which used a rather noisy and relatively more maintenance intensive belt final drive, this motor is whisper quiet. It also directly powers the rear wheel without a chain or belt, reducing the number of components in the powertrain.
Specifications
Values
Fuel Type/ Propulsion
Electric
Motor Type
PMSM
Max Motor Power
4.7 kW
Max Motor Torque
16 Nm
EV Battery Capacity
2.7 kWh
With 4.7kW and 16Nm of torque on tap, the Konarc’s performance is best described as sufficient, but only in the top Power mode. Here, the scooter is capable of negotiating its way through big city traffic reasonably quickly. Switching to Eco / SmartEco dulls acceleration significantly and unless you’re running out of juice or you live in a small town, this level of performance will feel out of place.
450W onboard charger integrated into motor controller means you only need to carry a small cable around
Except for the bottom 2.1, all S variants come with a front disc brake, a rear drum and CBS. This setup is capable of bringing the Konarc to a halt quickly and safely with almost no hiccups. The one concern with the combined braking system was that the front could lock up when braking on sandy, gravelly loose surfaces using the rear brake lever exclusively. Only the Z variants launching next year come with Ather’s AeBS (Advanced Electronic Braking System) which uses the regen system to shorten braking distances.
Konarc Features – 8/10
S variants are decently equipped but Z gets all the feel-good ones
And that is a good segue into the way Ather has distributed features across the S and Z. The keyless ignition system, automatic seat opening, AeBS, Magic Twist regen braking, traction control, the colour TFT display and all the smart functions enabled by it are reserved only for the Z. Common to all Konarcs is the 31L underseat storage area, which can easily swallow an imported full-face helmet with room to spare.
7-inch dash informative and legible but not full colour
What three S variants (except the most affordable one) get is the 7-in simple TFT dash with Bluetooth connectivity, hill hold assist, reverse, several app-based functions, a 450W onboard charger and Airwalk. Airwalk is basically the Konarc’s motor sending a tiny amount of power to the rear wheel when you’re pushing it around to help make your life easier – this is truly effective and makes the 129kg Konarc feel far lighter than it is when moving it around. While the S has a good number of features, when you bring pricing into the equation, it stings a little.
Same charging port for both onboard & portable chargers
Konarc Price and Verdict – 8/10
Not a cutthroat price but this is still a polished and competitive scooter
The two S variants which are on sale right now, S 125 and S 161, are priced at Rs 1.22 lakh and Rs 1.45 lakh, respectively – near identical pricing to the Rizta S. Like the Rizta, you have to pay extra for the Ather StackPro which unlocks many of the smart electronic features.
The base S 2.1 (Rs 99,999) misses out on niceties like the disc brake and backrest and comes with rudimentary tech and a basic 4.2-in display. In that sense, the Konarc isn’t really pushing the envelope when it comes to an alluring price.
Variant
Price (ex-showroom)
Konarc S 100
Rs 1 lakh
Konarc S 125
Rs 1.22 lakh
Konarc S 161
Rs 1.45 lakh
However, as a scooter, the Konarc is a well-thought out product that nails comfort, promises enough performance, predictable range and lower maintenance costs. Ather claims a 10,000km / 1 year service interval and lower service charges owing to fewer parts and quicker turnaround times.
It may not have made as stellar an impression as it could have with more aggressive pricing, but nonetheless the Konarc definitely has what it takes to elevate Ather to a higher echelon in the market.
The 2026 update for the Hyundai Ioniq 5 brought with it some cosmetic updates and a larger 84kWh battery. More significantly, its pricing and positioning have changed. While the previous model, with its 72.6kWh battery, was priced at Rs 45 lakh and was considered the value king of its segment, that claim is harder to justify for the new model, which now costs Rs 55.7 lakh.
Hyundai says the larger battery helps the 2026 Ioniq 5 deliver an ARAI-certified range of 690km. We put that claim to the test to determine its real-world efficiency.
Weighs 2,165kg; 150kg more than before
0-80 percent took 22 minutes on a 150kW DC fast charger
Max charging speed of 350kW
Hyundai Ioniq 5 real-world range and charging tested
The 2026 Hyundai Ioniq 5 is powered by a rear-mounted PMSM motor producing 229hp and 350Nm. Paired with a larger 84kWh lithium-ion battery pack using Nickel Manganese Cobalt (NMC) cell chemistry, it now boasts a claimed ARAI range of 690km, up from 631km in the previous 72.6kWh version. The Ioniq 5 offers four drive modes — Eco, Normal, Sport and Snow. For our tests, we used Eco mode, with regenerative braking set to Level 2 in the city and Level 1 on the highway.
In city conditions, the Ioniq 5 returned an efficiency of 6.22km/kWh, translating to an estimated range of around 523km. On the highway, efficiency dropped slightly to 5.71km/kWh, resulting in an extrapolated range of 479km. With an overall efficiency of 5.96km/kWh, the Ioniq 5 can realistically deliver about 501km on a full charge.
Hyundai claims the Ioniq 5 can support DC fast-charging speeds of up to 350kW. We charged it using a 150kW DC fast charger and recorded a peak charging rate of 149kW. Impressively, the charging speed remained close to its peak from 30 percent to 70 percent state of charge, before tapering off rapidly. In terms of charging times, the Ioniq 5 took 22 minutes to charge from 20 to 80 percent, and a further 32 minutes to reach 100 percent.
Autocar India’s range testing
Before our real-world range tests, the battery of our test car was fully charged, and we maintained tyre pressures in accordance with the manufacturer’s recommendations. The car was driven on a weekday in Navi Mumbai city and on the adjoining state highway in a fixed loop, and we maintained the set average speeds. At the end of each cycle, we calculated the range based on the percentage charge consumed.
Throughout our tests, the climate control was set to 22deg C in a full-auto setting, and other electricals, such as the audio system, indicators and ventilated front seats, were used when required, just as a regular user would. We take pride in our testing data, which isn’t merely consistent but also gives users an accurate indication of what they can expect in the real world.
Mahindra has extended its Battery-as-a-Service (BaaS) ownership programme to the XEV 9S and the XEV 9e. Under BaaS, prices start at Rs 12.65 lakh for the XEV 9S and at Rs 13.90 lakh for the XEV 9e (all ex-showroom), and an additional Rs 3.75 per km will be charged for the battery. All of Mahindra’s born EVs are now available under the BaaS programme.
XEV 9S and XEV 9e starting price reduced by Rs 8 lakh with BaaS
Rs 3.75 to be charged additionally for each kilometre driven
The BaaS program essentially brings down the entry price of both the XEV 9e and the XEV 9S by Rs 8 lakh, which is significant saving on the upfront cost of the vehicle. For reference, prices for the XE 9S start from Rs 20.65 lakh, while the XEV 9e is priced from Rs 21.90 lakh (ex-showroom, without charger)
Additionally, Mahindra has also extended the BaaS program to all variants of the BE 6 Sporteq – until now, it was only available on the Pack One and Pack Two trims with the smaller 59kWh battery. Mahindra, however, hasn’t revealed the exact variant-wise break up of BaaS prices for each of three EVs.
The separate battery financing model carries an effective running cost calculated at Rs 3.75 per kilometre, based on an initial monthly battery EMI of Rs 6,975 assuming a daily running average of 60 kilometres alongside a specified down payment.
What is BaaS?
BaaS is a pricing structure that excludes the cost of an EV’s battery pack from its ex-showroom price, affording the buyer a substantially lower upfront cost. The battery cost is then financed per kilometre of usage for a certain tenure and interest rate, depending on the financier. It’s worth noting, though, that charging expenditures are not included in the battery usage costs.
JSW-MG Motor India was the first carmaker to offer BaaS with the Windsor. Since then, several other electric carmakers such as Tata Motors, Maruti, Toyota, Hyundai and Citroen have adopted this pricing strategy to advance electric vehicle adoption. Mahindra is now the latest carmaker to adopt the BaaS model, although acceptance of BaaS among EV buyers is still very limited.
Kawasaki has launched the MY27 Versys 650 at Rs 8.63 lakh (ex-showroom), with deliveries likely to have already begun, as the brand had said they would start by the end of August.
Available in a single Candy Lime Green colour option
649cc parallel-twin makes 67hp and 61Nm
2027 Kawasaki Versys 650 details
Mechanically unchanged from the MY26 model
The update over the outgoing MY26 model is limited to a new Candy Lime Green colour option (the only colour available on the MY27), with no changes to the mechanical package, feature set or pricing.
The MY27 carries over the full package of last year’s bike, with power coming from a 649cc liquid-cooled parallel-twin producing 67hp at 8,500rpm and 61Nm at 7,000rpm, paired with a 6-speed gearbox and an assist-and-slipper clutch.
The chassis uses a tubular diamond frame with a 41mm telescopic front fork offering 150mm of travel and a rear monoshock with remote preload adjustability and 145mm of travel. Features include an adjustable windscreen, 4.3-inch TFT display with smartphone connectivity, traction control and full LED lighting.
With its big 21-litre fuel tank brimmed, the bike weighs 220kg. The seat height is set at a fairly tall 845mm, and the Versys 650 has a healthy 170mm of ground clearance, which should help it tackle most Indian road surfaces. Priced at Rs 8.63 lakh, the Kawasaki Versys 650 sits in a niche of its own in the Indian market with its closest competition being the Honda NX500 (Rs 7.44 lakh).
Spinny has expanded its partnerships with Nissan, JSW MG Motor and Tesla, covering new-car exchanges, pre-owned EVs and other vehicle ownership services. The tie-ups span different stages of the ownership cycle, including buying, selling, exchanging and upgrading vehicles.
Nissan customers can get exchange benefits of up to Rs 75,000
Tesla has appointed Spinny as a preferred exchange partner
JSW MG Motor India partnership focuses on certified pre-owned EVs
Spinny operates across more than 80 cities with 57+ Car Hubs, 17 Spinny Parks and 15+ Integrated Restoration Centres, according to the company.
Nissan, Tesla exchange programmes
Under the Nissan partnership, customers buying a new Nissan can have their existing vehicle evaluated and exchanged through Spinny. The programme includes a 55-minute vehicle exchange process and benefits of up to Rs 75,000. A Spinny-issued Buying Letter is accepted as proof of exchange.
Tesla has appointed Spinny as a preferred exchange partner under its Switch and Save programme. The arrangement allows customers to sell an existing internal-combustion vehicle when buying a new Tesla.
Spinny expands pre-owned EV operations
The partnership with JSW MG Motor India focuses on the pre-owned EV market. It combines JSW MG Motor India’s electric-mobility expertise with Spinny’s vehicle evaluation, certification, refurbishment and retail capabilities.
The programme covers the MG Comet EV, MG Windsor EV and MG ZS EV. Customers buying certified pre-owned MG EVs through Spinny will receive a battery health assessment and certification, continuity of the OEM warranty and fixed pricing, along with Spinny’s inspection and refurbishment processes.
Spinny said its EV evaluation process also includes battery health assessment and certification for customers selling their electric vehicles. The service is currently available in Bengaluru, Chennai, Delhi NCR, Hyderabad, Kochi, Mumbai, Pune, Jaipur, Ahmedabad, Kolkata, Lucknow, Chandigarh and Coimbatore.
TVS has replaced the entry-level iQube 2.2kWh with a new 2.3kWh variant, bringing a larger battery and more range to the base of the iQube line-up while making some notable trade-offs. Pricing remains unchanged at Rs 1.16 lakh (ex-showroom, Bengaluru, excluding PM E-Drive subsidy).
iQube 2.2kWh replaced by new 2.3kWh variant at the same price
IDC range has increased from 94km to 114km
Peak power has reduced from 4.4kW to 3.68kW
TVS iQube 2.3kWh: What’s changed?
The new variant trades performance for range
The larger 2.3kWh battery pack brings with it a notable increase in range. TVS claims the IDC range has gone up from 94km to 114km, a 20km increase that should make it a more practical offering. However, the trade-offs are significant. Peak motor power has dropped to 3.68kW, and this is the only variant to now use this motor – all other iQube variants continue with a 4.4kW unit.
With a decline in peak power, the top speed has dropped from 75kph on the outgoing 2.2kWh to 68kph. The 0-40kph sprint time also slips from 4.2 seconds to 4.7 seconds. Charging from 0 to 80 percent takes 2 hours and 50 minutes, a tad longer than the 2.2kWh’s 2 hours and 45 minutes.
Lastly, the new 2.3kWh scooter ditches the 2.2kWh variant’s front disc brake for a drum unit.
At Rs 1.16 lakh (ex-showroom, Bengaluru, excluding PM E-Drive subsidy), it costs the same as it did after the recent price revision we reported earlier this month.
The Range Rover Sport EV has been a long time coming. After what feels like an eternity of teasers and test mules, the electric Range Rovers will finally be launched globally in September this year and should arrive in Indian showrooms around March 2027. Look at the car and you may wonder what took the company so long, because this appears to be just the regular Range Rover Sport. That, as it turns out, is entirely the point.
Under the familiar skin sit 300 patents’ worth of tech, a new 800V electrical architecture, two 326hp motors and a 118.5kWh battery, all validated over 60,000 hours of testing, the most for any Range Rover yet. The motors are Land Rover’s own design, developed in-house because nothing off the shelf could deliver the kind of instant, finely controlled torque the brand demanded for serious off-roading. The only real giveaways on the outside are a grille with narrower air slots and a new set of alloys with a more aero design, in keeping with the EV theme. Land Rover deliberately didn’t tamper with the styling because customers were clear – don’t change it, just make it better.
The new architecture, motors and battery have gone through 60,000 hours of testing.
So, is it better? A specially curated lap of the Goodwood circuit, complete with gravel stages and some party tricks, was our chance to find out.
Range Rover Sport Electric Prototype: performance, ride and handling
Set off, and the first impression is of eerie silence. All you can hear is the blower working overtime on a hot Goodwood day. Even when the tarmac ends and the gravel begins, the Sport EV feels like a magic carpet, gliding along on a pillow of velvet. The ride quality is absolutely exceptional, better even than the standard car’s, and that’s saying something.
When you want a quick turn of pace, the combined 550hp and 850Nm don’t leave you wanting. Engage launch control, and the Sport EV catapults forward hard enough to be a genuine shock, though the delivery is measured rather than manic. There is, however, a hint of torque steer from the front axle under hard acceleration, a slight tug at the wheel that reminds you how much force is being exerted. The brakes on our prototype also felt a bit grabby, with a sharp initial bite. Land Rover engineers admit this isn’t the final calibration and say production cars will have a more progressive pedal feel.
The Sport EV feels like a magic carpet, gliding along on a pillow of velvet.
Then came the fun exercises, laid out to prove that this plush, polished and uber-refined Range Rover can do things no owner would ever dare attempt. The Sport EV climbed a staircase – a cheeky nod to the brand’s world record 999-step climb – and we even drove it through the fuselage of an Airbus. Silly? Absolutely. But it showcased what makes an electric drivetrain so effective off road. Torque arrives instantly from zero rpm and builds with perfect linearity, and because the electronics can meter out drive to each motor with such precision, there’s no need for the old hardware of locking diffs and low-range gearboxes. Raise the suspension to off-road height, let the cameras and hill descent control do their thing, and the car simply walks over obstacles. The single-pedal mode is something the engineers have finally nailed too, and it works seamlessly alongside hill descent control when needed.
The big surprise is how tidily this near 2.8-tonne SUV handles. Flick the wheel suddenly, and you can feel the mass move, but otherwise, it stays impressively planted through corners, helped by a centre of gravity that sits a significant 73mm lower than in the combustion car. Range Rovers have always had a top-heavy feel when pushed; this one doesn’t.
Questions remain. A real-world range of 531km is promised, but given the bluff shape and sheer size of this flagship EV, that figure could prove optimistic if driven briskly. Some owners may have liked the convenience of a frunk in their EV, which is absent, and packaging the rear motor has killed off any seven-seat option. Then again, these are misses most owners may not miss at all.
Prototype badging aside, there’s little to separate this from the combustion-engined Sport.
Pricing isn’t announced yet, but expect it to sit above the locally assembled combustion equivalents. More importantly, on this evidence, it will set a new benchmark for luxury for the brand. The electric Range Rover Sport doesn’t reinvent the formula, but it quietly perfects it.
Car insurance is an essential part of vehicle ownership, yet it is often one of the least understood. While third-party insurance is mandatory for vehicles used on public roads in India, owners can choose from different types of cover depending on the protection they need. Here’s everything you need to know about car insurance, from coverage and claims to renewals and add-ons.
1. What is car insurance and why is it mandatory?
Car insurance protects vehicle owners against specified financial losses arising from accidents and other insured events. Depending on the policy, it can cover damage to your own vehicle, liability towards third parties, or both.
Third-party insurance is mandatory for vehicles used on public roads in India. It covers the owner’s legal liability for injury, death or property damage caused to a third party. Driving without valid third-party insurance is an offence.
2. What are the different types of car insurance?
Car insurance is broadly available as third-party liability insurance, comprehensive insurance and standalone own-damage insurance.
Third-party insurance covers liability towards others but not damage to your own vehicle. A comprehensive or package policy combines third-party liability with own-damage cover for the insured vehicle, subject to the policy’s terms and exclusions. A standalone own-damage policy covers damage to your own vehicle and is bought alongside a separate third-party policy.
New private cars are also sold with long-term third-party cover. A common bundled arrangement provides three years of third-party cover and one year of own-damage cover.
3. What does third-party insurance cover?
Third-party insurance covers the legal liability arising if your vehicle causes injury, death or property damage to another person. It does not cover damage to your own vehicle. Owners who want cover for their own car need an own-damage or comprehensive/package policy.
4. What does comprehensive insurance cover?
A comprehensive or package policy combines third-party liability cover with own-damage protection. Depending on the policy, own-damage cover can include losses caused by accidents, theft, fire, floods, earthquakes and other natural or man-made events.
The exact coverage and exclusions vary between policies. Optional add-ons can provide additional protection for specific risks.
5. How do you make a car insurance claim?
Inform your insurer as soon as possible after an accident, theft or other insured event. A police complaint may also be required, depending on the circumstances, particularly for theft.
The insurer may arrange a vehicle inspection or assess the claim using photographs and documents submitted digitally. Once the claim is approved, the repair process can proceed. The documents required vary by claim, but may include the policy, registration certificate, driving licence, claim form, repair estimate and invoices.
6. What is the difference between cashless and reimbursement claims?
With a cashless claim, the vehicle is repaired at an insurer’s network garage and the insurer settles the approved repair amount directly with the workshop. The owner pays applicable deductibles and any costs not covered by the policy.
With a reimbursement claim, the owner pays the repair bill first and then submits the required documents to the insurer for reimbursement of the eligible amount. The availability and process of cashless repairs depend on the insurer’s network and policy terms.
7. How is your car insurance premium calculated?
The premium depends on factors including the vehicle’s IDV, age, engine capacity, registration details, previous claims and the insurer’s own pricing. The cost of optional add-ons and applicable discounts can also affect the final premium.
Third-party liability premiums are set by IRDAI, while own-damage premiums are priced by individual insurers. This is why premiums for similar own-damage cover can differ between insurers.
8. What is a No Claim Bonus (NCB)?
A No Claim Bonus is a discount on the own-damage premium earned for claim-free policy periods. It applies to the policyholder, not the vehicle, and can generally be carried over when changing insurers or buying another car, subject to the applicable conditions.
An own-damage claim can affect the NCB at the next renewal, although an NCB-protection add-on may preserve it subject to its terms.
9. What is Insured Declared Value (IDV), and why does it matter?
The Insured Declared Value is the sum insured for the vehicle under the own-damage section of the policy. It represents the vehicle’s insured value and is used when settling a total-loss or theft claim, subject to the policy terms. IDV also affects the own-damage premium. As the vehicle depreciates, its IDV generally reduces.
10. What is a deductible in car insurance?
A deductible is the portion of an eligible claim that the policyholder has to bear. A compulsory deductible applies to the policy as prescribed, while a voluntary deductible is an additional amount the owner chooses to bear in return for a lower premium. A higher voluntary deductible means a larger share of the repair bill has to be paid by the owner when a claim is made.
11. Which car insurance add-ons are worth considering?
Add-ons provide cover beyond the standard policy for an additional premium. Common options include zero depreciation, engine protection, roadside assistance, return-to-invoice, consumables, tyre protection, key protection and NCB protection.
Their usefulness depends on the vehicle, its age and how it is used. Owners should compare the additional premium with the specific protection each add-on provides rather than buying every available option.
12. What is zero depreciation insurance, and is it worth buying?
Zero depreciation, also known as nil depreciation or bumper-to-bumper cover, reduces or removes the depreciation deduction applied to eligible parts when settling an own-damage claim. This can reduce the amount the owner has to pay towards a covered repair.
The add-on generally costs extra and may have eligibility conditions, claim limits or exclusions depending on the insurer. It is more commonly available for newer cars.
13. What is not covered by car insurance?
A comprehensive policy does not cover every type of loss. Common exclusions include normal wear and tear, damage from mechanical or electrical failure that is not caused by an insured event, and losses arising while the vehicle is being used in breach of the policy or applicable law.
Claims can also be affected if the driver does not have a valid licence or is driving under the influence of alcohol or drugs. Consequential damage may also be excluded unless specifically covered by an add-on. The exact exclusions are set out in the policy wording.
14. Can modifications affect your car insurance?
Yes. Modifications or changes to the vehicle should be disclosed to the insurer. This includes additions such as CNG or LPG kits, which also need to be recorded with the relevant registering authority.
If an approved modification changes the vehicle’s value or risk, the insurer may require an endorsement or additional premium. Failing to disclose relevant modifications can affect a claim.
15. What can cause a car insurance claim to be rejected?
A claim can be rejected or reduced if the loss falls outside the policy’s coverage or if policy conditions have not been met. Examples include driving without a valid licence, driving under the influence, using the vehicle for an excluded purpose, or making false or incomplete declarations.
Damage caused by an excluded event or normal wear and tear is also not payable under a standard comprehensive policy. The exact reasons for rejection depend on the policy wording and circumstances of the claim.
16. How does the age of your car affect insurance premiums?
A car’s IDV generally falls as it gets older because of depreciation. Since IDV is one of the factors used to determine the own-damage premium, this can reduce the own-damage portion of the premium over time. However, the final premium also depends on factors such as the insurer, claims history, vehicle details and selected add-ons.
17. What happens if your car insurance expires, and how do you renew it?
Owners should renew their policy before it expires to avoid a break in cover. A vehicle cannot legally be driven on public roads without valid third-party insurance. If a policy has lapsed, the insurer may require the vehicle to be inspected before issuing a new policy. IRDAI also states that a break in insurance can result in inspection and additional charges.
18. Can you switch insurance companies at renewal?
Yes. You can change insurers when renewing your own-damage or comprehensive policy. Compare the coverage, exclusions, IDV, deductibles, network garages, add-ons and premium rather than choosing solely on price. Your NCB can generally be carried over when you change insurers, provided you submit the required proof of entitlement.
19. Can you transfer your car insurance when selling your vehicle?
Yes. Insurance can be transferred to the buyer when a vehicle is sold, but the insurer must be informed and the required transfer process completed. The NCB belongs to the original policyholder and does not transfer with the vehicle. For comprehensive/package policies, IRDAI states that the transfer of ownership should be recorded within 14 days of the transfer of ownership.
20. What should you check before buying or renewing car insurance?
Don’t compare policies on premium alone. Check the coverage, exclusions, IDV, deductibles, add-ons, network garages and claims process. Also check when the third-party and own-damage portions expire, particularly if you have a bundled policy. A cheaper policy may offer a lower IDV, higher deductible or narrower coverage, so the lowest premium is not necessarily the best-value option.
