Ever since the Xpulse 210 was launched, I was fascinated by the balance it strikes between a dual-sport motorcycle and an adventure tourer. With its slim midsection, 21-inch front wheel, long-travel suspension and commanding riding position, it seemed like the ideal companion for our less-than-perfect roads. After spending over two months with the bike, I can confidently say it has lived up to those expectations. The odometer has now crossed the 5,600km mark, and the Xpulse continues to reinforce why it’s such a unique proposition.
The 21-inch front wheel and beak lend the Xpulse an imposing stance
There really isn’t another motorcycle at this price point that offers the same blend of everyday usability, touring ability and genuine off-road capability. Spend another Rs 30,000-40,000, and you’ll find yourself looking at the TVSApache RTX, which is a more touring-oriented adventure motorcycle. The Hero, meanwhile, stays true to its dual-sport roots, making it just as happy on broken roads and dirt trails as it is on the highway.
The Xpulse’s relatively narrow proportions make it an excellent commuter.
The suspension remains the bike’s standout feature. Mumbai’s cratered roads barely faze it, and the confidence to ride over almost anything without slowing to a crawl is what makes the Xpulse so easy to live with. It opens up new roads within the city that you earlier avoided. The high-mounted LED headlight and sculpted tank flowing into the relatively low seat give it a distinctive, imposing stance. Living with it hasn’t been entirely perfect. The Xpulse has a pronounced lean on its side stand, and the soft suspension causes the bike to settle and readjust as you get off, making parking feel less reassuring than it actually is.
Tubed tyres are great off the road, but can pose an inconvenience if punctured.
The lack of a tubeless tyre option is another compromise. While tubed tyres make sense on a motorcycle designed to venture off-road, they can be a real inconvenience in everyday use. I learnt that the hard way when both the front and rear tyres punctured on the same day. Between pushing the bike to puncture shops, removing the wheels and getting everything back together, I lost well over three hours.
The brakes, too, continue to disappoint. We’d previously complained about the lack of bite and feel, and although the service centre bled the brakes and confirmed the pads didn’t require replacement, the improvement was only marginal. During the same visit, we also queried about the amount of heat being thrown onto the rider’s left leg was normal, but didn’t receive a satisfactory explanation.
It tends to lean excessively on its side stand, which isn’t quite reassuring.
As a motorcycle retailed through Hero’s premium Premia dealership network, the overall service experience and ambience still have plenty of headroom for improvement. Although the service cost was quite reasonable at Rs 2,214, of which, Rs 1,300 went towards oil, Rs 145 for the air filter and Rs 649 for the service charge.
Despite those shortcomings, the Xpulse 210 remains one of the easiest motorcycles to recommend. Few bikes at this price blend commuting fun, decent touring capability and genuine off-road chops as convincingly, and even after 5,500km, we all still find ourselves reaching for its keys.
The Hyundai i20 has long been one of the benchmarks in the premium hatchback segment. Along with a spacious cabin, comfortable ride and a feature-rich interior, it offers buyers a choice of manual and automatic transmissions, while those seeking more performance can opt for the sportier i20 N Line. However, its premium pricing (Rs 6 lakh to Rs 11.59 lakh) means it faces stiff competition from both premium hatchbacks and similarly priced compact SUVs. Here’s a look at the Hyundai i20’s biggest strengths and weaknesses.
Pros
1. Spacious and comfortable cabin
One of the i20’s biggest strengths is its cabin. It offers generous rear-seat space for a premium hatchback, with enough legroom and headroom to comfortably accommodate taller passengers. The front seats are supportive, the dashboard layout is intuitive, and the cabin feels airy thanks to its low-set dashboard. Practicality is another strong point, with a 311-litre boot that’s well suited to everyday use and weekend trips.
2. Well-equipped across the range
The i20 continues to offer one of the strongest feature lists in its class. Higher variants come with a 10.25-inch touchscreen infotainment system, a digital instrument cluster, connected car technology, a Bose sound system, wireless phone charging, automatic climate control, a sunroof and ambient lighting. Safety equipment is equally comprehensive, with six airbags, electronic stability control (ESC), a tyre-pressure monitoring system (TPMS) and Isofix child-seat mounts available on higher trims.
3. Comfortable ride and refined road manners
The i20 is tuned with comfort in mind. Its suspension absorbs broken roads well without feeling unsettled, while the light steering makes it easy to manoeuvre in the city. On the highway, the hatchback feels stable and composed, giving it a more mature driving experience than many of its rivals. Overall, it strikes a good balance between everyday comfort and confident handling.
Cons
1. Expensive for its segment
The i20 is among the most expensive premium hatchbacks on sale. While its cabin quality, comfort and equipment help justify the asking price, buyers shopping in this price bracket also have the option of several compact SUVs, which offer greater ground clearance and a stronger road presence for similar money.
2. The 1.2-litre petrol engine isn’t particularly peppy
Hyundai 1.2 Kappa engine.
The naturally aspirated 1.2-litre petrol engine is smooth and refined, but it isn’t particularly strong at lower engine speeds. It often requires downshifts to gather pace in stop-start traffic or during overtaking manoeuvres, making it feel less effortless than some turbo-petrol rivals. Buyers looking for stronger performance may find the standard i20’s engine lacking. The i20 does come with a punchier 1.0-litre turbo-petrol engine on the N Line variants but for a much higher asking price.
The Mercedes-AMG E53 Hybrid 4MATIC+ arrives at a time when performance cars are being asked to do more than simply go fast. It has to deliver the pace and character expected of an AMG while embracing electrification to meet increasingly stringent emissions norms and changing buyer expectations. The result is a plug-in hybrid performance sedan that combines a 3.0-litre turbo-petrol inline-six engine with an electric motor for a formidable system output of 585hp, while also offering enough electric-only range for mundane daily drives.
But this isn’t just an E-Class with a bigger battery and more power. The E53 gets AMG-specific chassis hardware, all-wheel drive, rear-wheel steering and a suite of performance-focused electronics designed to counter the added weight. Can this electrified AMG still deliver the thrills enthusiasts expect while remaining a genuinely usable luxury sedan every day?
Mercedes-AMG E53 Exterior Design and Engineering
Expectedly, the E 53 has put on quite a bit of muscle. The front bumper is sportier, with large air dams. The Panamericana grille gets illuminated surrounds and is wide enough to gulp massive amounts of air to cool the engine, while the power lines on the bonnet add more intent to its character.
The E53 has good amount of muscle with aggressive bumpers, big grille and power lines
The profile flaunts flared wheel arches, larger 20-inch wheels (the last-gen E 53 featured 19-inchers) and, like before, a standard wheelbase, giving it sportier proportions than the long-wheelbase E-Class.
At the rear, there’s an E 53 badge with red highlights, a quad-exhaust setup that isn’t actually connected to the exhaust pipes, a diffuser and a ducktail spoiler that’s large enough to be noticed but won’t do much for downforce.
Not being a long wheelbase gives it perfect proportions
Overall, it’s a handsome-looking car with just the right amount of restraint. However, if you’re looking for a bit more visual drama, you’ll have to pay extra for the MANUFAKTUR paint finishes, as the standard colour palette is more E-Class than AMG.
Mercedes-AMG E53 Interior Space and Comfort
Inside, the E 53 strikes an appealing balance between luxury and sportiness. Instead of carbon-fibre or piano-black trim, Mercedes has used open-pore wood that feels rich and tactile. A large central MBUX touchscreen dominates the dashboard, while the passenger display found on the standard E is absent – not particularly bothersome given how good the main screen is.
Red and black upholstery looks racy while open pore wood adds luxe factor
The AMG sports seats offer plenty of support and adjustment, although ventilated and massage functions are missing. Likewise, the chunky AMG steering wheel feels superb in hand but is cluttered with touch-sensitive controls that remain frustrating to use.
Rear-seat space is naturally tighter than the long-wheelbase E-Class, but there’s still enough room for two adults to travel comfortably. Manual sunblinds and a panoramic sunroof add to the ambience, although the large transmission tunnel makes this a strict four-seater.
There’s good space in the rear despite this not being a long wheelbase
The boot, however, sees the biggest compromise. At 370 litres, it’s 170 litres smaller than the standard E-Class because the battery sits beneath the floor. There’s no spare wheel either, with its space instead occupied by the charging cable and puncture repair kit.
Mercedes-AMG E53 Features and Safety
The E 53 is a well-equipped sedan despite missing features such as ventilated seats. The centre screen is the brains of the operation and, unfortunately, many of the controls are routed through it, making them difficult to operate on the move.
We’ve praised the MBUX infotainment system for its clear interface and high-resolution display, but usability isn’t its strongest suit. The large screen makes it difficult to accurately select the desired function while driving.
Too many controls on the steering is distracting
The E 53 gets a comprehensive suite of driver assistance systems, including Lane Keep Assist, Automatic Emergency Braking, Rear Cross Traffic Alert and Blind Spot Monitoring. Thankfully, these systems can also be switched off manually if required.
The 360-degree camera is crisp and high-resolution, while the 17-speaker Burmester 4D audio system delivers an exceptional listening experience. As impressive as the sound system is, however, it ultimately plays second fiddle to the performance on offer.
Mercedes-AMG E53 Performance and Refinement
Like before, the new E 53 is powered by a 3.0-litre turbo-petrol straight-six engine. This time, however, it gets support from a 28.6kWh battery pack and an electric motor, taking the combined output to 585hp and 750Nm.
585hp six-cylinder engine makes 150hp more than before
Unlike the bigger PHEV AMGs, the E 53 isn’t an ‘E PERFORMANCE’ model, which means the electric motor is mounted within the gearbox housing rather than integrated into the rear axle. Power is sent to all four wheels via the familiar 9-speed automatic transmission, and the E 53 gets a host of drive modes that are noticeably different from one another.
‘Individual’ lets you tailor the engine, gearbox and suspension to your liking. ‘Battery Hold’ prevents the car from using the battery charge, saving it for when you truly need it. ‘EL’ is the full-electric mode, provided there’s sufficient charge in the battery. ‘Comfort’ offers a more relaxed setup, ‘Sport’ sharpens the responses, and ‘Sport+’ is the most aggressive setting.
Naturally, Sport+ is the mode you’ll spend most of your time in if you want the E 53 to feel like a proper AMG. The exhaust note, the urgency of the power delivery and the firmer suspension all come together beautifully. With the engine and electric motor working at full tilt, straight-line performance is genuinely rapid. Acceleration is smooth yet thrilling, as the engine piles on speed rapidly without the neck-snapping brutality of a powerful EV. Power delivery is strong and linear across the rev range, and the gearbox complements the aggressive character of Sport+ perfectly. 0-100kph takes just 4 secs with the ‘Race Start’ which is essentially launch control included in the AMG Dynamic Plus package as power jumps up to 612hp.
For greater driver involvement, you can also engage ‘M’ mode, which gives you full manual control of the gearbox. It will happily bounce off the limiter without automatically upshifting until you pull a paddle.
The exhaust note is a bit of a mixed bag. It’s genuine, but it’s also channelled into the cabin through the speakers and a subwoofer in the boot. It’s not the ideal solution because, outside the car, the engine and exhaust produce a genuinely enjoyable snarl. Still, in an era of synthesised, computer-generated soundtracks, a real exhaust note—even if it’s amplified through the speakers—is worth appreciation.
Switch to Comfort mode and the E 53 adopts an entirely different character. It’s calm, refined and smooth, with gentler power delivery that’s well suited to long-distance cruising.
Where the powertrain disappoints is in city traffic and slow stop-start driving. The gearbox is simply too eager and, even in Comfort mode, it feels a bit like walking an overexcited Rottweiler. It’s constantly trying to surge forward and grab the next gear before you’ve asked it to. The constant shuffling through the lower gears results in unnecessary jerks that spoil the experience.
The solution is to engage EL mode. It’s almost as if it was designed specifically for this scenario. In EL, the E 53 feels smooth and effortless. There’s very little noise apart from the drone generated by the Michelin Pilot Sport 4S tyres, which can be quite rumbly, especially on concrete surfaces.
Braking is less convincing, however. Despite massive 390mm front discs and regenerative braking, the pedal never delivers a natural or consistent feel. Stopping power is strong, but the spongy, inconsistent pedal detracts from an otherwise polished driving experience.
Mercedes-AMG E53 Mileage and Efficiency
One of the biggest talking points of the new E 53 isn’t its staggering performance, but the fact that it can deliver it without constantly visiting a fuel station. This plug-in hybrid marks a significant shift in AMG’s philosophy, combining electrification with a silky-smooth six-cylinder engine to create a performance sedan that’s as comfortable commuting as it is attacking a mountain road.
Charging via an 11kW AC charger will replenish the battery in 2.25 hrs; No DC charging option
The headline figure is a claimed electric-only range of up to 100km, courtesy a 28.6kWh battery pack. You can expect 75-90km on electric power alone making it entirely possible to complete daily urban commutes without firing up the engine.
Once the battery begins to deplete, the turbocharged 3.0-litre inline-six takes centre stage. Even then, the hybrid system continues to contribute through regenerative braking and electric assistance, ensuring the E 53 feels responsive while reducing fuel consumption compared to a conventional performance sedan. Mercedes has also equipped the car with four regenerative braking modes, allowing drivers to maximise energy recovery or opt for a more natural driving experience. For owners with access to home or workplace charging, fuel stops could become surprisingly infrequent. Charging is equally convenient, with the 11kW AC onboard charger replenishing the battery in around three hours.
28.6kWh battery allows for an electric-only range of 100km
Mercedes-AMG E53 Ride Comfort and Handling
For those who enjoy being behind the wheel, the E 53 delivers in abundance. Despite carrying the additional weight of a sizable battery pack, it feels remarkably composed. In Sport and Sport+, the car tightens up noticeably. Body roll is kept firmly in check, the dampers become more alert, and the steering gains welcome heft. What impresses most is how well the chassis disguises its mass. The battery may add considerable weight, but it’s mounted low in the car, lowering the centre of gravity and lending the E 53 impressive stability through fast corners.
The rear-biased 4MATIC+ all-wheel-drive system plays a major role here. The rear wheels can turn up to 2.5 degrees, which isn’t a huge amount, as you’ll still find yourself making the occasional three-point turn. Above 60kph, however, they turn in the same direction as the front wheels, adding another layer of stability through corners.
It is over 400kg heavier than the last-gen model but you just can’t feel it from behind the wheel
The Michelin Pilot Sport 4S tyres aren’t the quietest, but they allow the driver to deploy the combined output with confidence, even when exiting slower bends. Turn-in is crisp, and while the steering isn’t overflowing with feedback, it’s accurate enough to place the car confidently on a winding road.
At low speeds, the adaptive AMG Ride Control suspension does an admirable job of filtering out broken tarmac, expansion joints and sharp-edged potholes. It isn’t perfect, though. Compared with the last-generation E 53, which rode on smaller 19-inch wheels with taller-profile tyres, the new car’s 20-inch wheels have sacrificed a degree of ride compliance. As a result, the low-profile tyres transmit the occasional thud over particularly nasty potholes.
The adaptive dampers mated with the active engine mounts offer terrific stability
Ultimately, the Mercedes-AMG E 53 Hybrid 4MATIC+ isn’t as razor-sharp as a dedicated sports sedan, nor is it as pillowy as the standard E-Class. Instead, it strikes an impressive middle ground, blending everyday comfort with genuine driver engagement. It’s a car that feels just as at home soaking up kilometres on the expressway as it does carving through a series of fast, flowing corners.
Mercedes-AMG E53 Value for Money
Prices start at Rs 1.45 crore for the Performance Edition and Rs 1.48 crore for the Racing Edition. In this price range, there isn’t a direct rival to the E 53. The BMW M5 is both more powerful and considerably more expensive, while the BMW M4 is effectively rivalled by the Mercedes-AMG CLE 53 as a two-door coupe. The Audi RS5, meanwhile, hasn’t been launched in India yet.
The E 53 succeeds because it doesn’t try to be everything at once. It delivers the pace, handling and character expected of an AMG while introducing meaningful electric-only capability that genuinely enhances everyday usability. The brakes may lack the natural feel you’d expect from a performance sedan, and the gearbox can feel over-eager in slow-moving traffic, but these shortcomings do little to overshadow what is otherwise a remarkably accomplished package.
Fast, engaging and surprisingly efficient, the new E53 Hybrid is one of the most complete performance sedans on sale today. More importantly, it proves that electrification doesn’t have to dilute the AMG experience—it can make it even more usable.
While not the first compact SUV to hit the market, the Maruti Suzuki Vitara Brezza didn’t take long to zoom past its peers and rise to the top of its segment. It wasn’t the best looking, most exciting, most powerful or best equipped, but instead, and in true Maruti fashion, it locked in perfectly to what the average Indian wanted more. It was well priced, it was spacious and practical, it was reliable and it had incredibly good fuel economy.
That was almost a decade ago, and now in its second generation, with the ‘Vitara’ dropped from its name, the Brezza has retained those same safe and stable qualities. The compact SUV customer, however, has evolved and in 2026, perhaps playing it safe isn’t the silver bullet it once was. It’s no surprise then, that the brand has tried to introduce some excitement in the form of the 1.0-litre Boosterjet turbo-petrol, an engine it has been very selective in its use of.
With the engine has come some mild cosmetic updates and a few feature additions, and we’ve spent a day with the car to see if they all add up to make for a more compelling package.
2026 Maruti Brezza Exterior Design and Engineering – 7/10
Boxy shape that hints at big interior space; red Turbo accents feel a bit forced.
In typical Maruti fashion, this is a very mild facelift, and only if you’ve regularly lived with the outgoing model might you be able to spot the changes. Up front, the grille trim has been revised slightly, the front bumper looks cleaner and less like a bull bar, and there are triangular housings for the fog lamps. There are almost no changes to the sides or rear, save for a bit more garnish on the side cladding, a new four-spoke dual-tone design for the 16-inch alloy wheels and some vertical slats in the base of the rear bumper, unique to the turbo model.
Also unique to turbo-petrol models are smatterings of red trim everywhere, from the grille, to the side skirts, to the bumpers and even on the wheel arches. While the idea is to give the turbo models a sporty identity, the execution feels lazy – more like aftermarket accessories than a special body kit, like what was offered on the old Baleno RS.
There are no other changes to the outside, and you get the same square and boxy shape as before, pointing to the space on the inside. As before, the body appears a bit too large for the chassis, with the wheels looking disproportionately small and inset compared to the bodywork.
Boot volume remains the same at 328 litres, and as always, its square shape offers up more practicality than the number suggests. A big change, however, is that there is no longer a spare tyre on offer; just a puncture repair kit and tyre inflator. This is because CNG models have moved to an underfloor tank design to free up more luggage space, and like in the Victoris, that’s resulted in the removal of the spare tyre in all models.
2026 Maruti Brezza Interior Space and Comfort – 8/10
Remains one of the most spacious in the segment; decent quality levels all around.
The tall, unabashedly boxy shape has meant that interior space is good, and the Brezza remains one of the few compact SUVs that can seat five adults in true comfort. Seat comfort is adequate, erring more on the firm than the outright soft side, but the design is accommodating for even large adults. The seats are trimmed, on this top ZXi+ variant, in a new bronze and black leatherette upholstery, which looks classier than before.
In fact, bronze and black is the theme for this interior, replacing the maroon and brushed silver of before, and you can see that mainly in the dashboard trim and door cards. The other subtle visual difference is that the once single-colour ambient lighting can now be set to one of 64 colours selectable from the touchscreen.
And finally, the touchscreen on the top variants is the 10.1-inch unit from the Victoris, though the large, free-standing housing it sits in hasn’t changed and still feels like a visual distraction while driving. While the cabin doesn’t immediately scream ‘quality’ like some newer entrants to the segment, in true Japanese car fashion, it feels hardy and well put together in an understated way.
2026 Maruti Brezza Features and Safety – 7/10
Gets some key feature enhancements, but still not up there with the segment best.
With the new touchscreen hardware comes the updated ‘Smartplay Pro X’ software we saw on the Victoris as well. It’s smoother and looks more up-to-date, and features a host of connectivity features, including wireless Apple CarPlay and Android Auto. There is still no digital driver’s display, but the analogue dials are clear and easy to read, and there’s always the flip-open HUD to look at as well.
Other additions include a ventilation function for the wireless charger, and ventilated front seats, but sought-after features rivals offer that aren’t found here include powered front seats, rear window blinds and a panoramic sunroof – the Brezza continues with a single-pane unit.
On the safety front, there have been a few additions too, most notable of which are front parking sensors. This has enabled a few more advanced driver assists, such as blind-spot warning and rear cross-traffic alert, though it’s not the full ADAS system that you get in the Victoris, or which rivals offer. Still, the Brezza now holds a 5-star Bharat NCAP crash test rating, which should reassure some buyers who were on the fence about the SUV.
2026 Maruti Brezza Performance and Refinement – 7/10
Turbo-petrol engine lacks outright punch but instead aces driveability.
The Brezza was thus far unique in the segment for having a 1.5-litre naturally aspirated petrol engine. While this larger-displacement engine prevented it from availing of compact-car tax benefits, Maruti still managed to price it quite competitively. The engine itself was brilliant, feeling far more effortless than the 1.2-litre naturally aspirated engines of rivals, while being incredibly fuel efficient. This engine continues in the updated Brezza, and remains the only way to have an automatic gearbox.
What we’re driving today, however, is the new addition to the range, which is the 1.0-litre ‘Boosterjet’ direct-injection turbo-petrol engine, finally letting the Brezza to join every other compact SUV in the segment in offering a turbo option. First seen briefly in the Gen 1 Baleno RS, this engine was then locally assembled and re-introduced in the Fronx (and its cousin the Toyota Taisor), and now has finally made its way into the Brezza, with an uprated power output of 110hp and torque output of 170Nm.
What strikes you immediately is refinement, and only when you absolutely wring it out will you get some hint of that three-cylinder thrum; commendably, it’s more audible outside than in the car. The next thing is driveability, which is excellent. There’s very little hesitation at low revs – something you typically find in 1.0-litre turbo-petrol compact SUVs – and the Brezza Turbo sets off smoothly, with almost no lag. In fact, you can set off in second or even third with little issue.
Some credit must go to the satisfying and progressive 6-speed manual (which replaces the 5-speed in the 1.5-litre engine as well), as well as the light and easy-to-modulate clutch, both of which are a joy to use.
Though it makes 31Nm more than the 1.5-litre naturally aspirated petrol, and does so from just 2,000rpm, it is tuned to be so smooth and linear, you don’t really feel the added punch. In our tests, the 1.0 Turbo accelerated from 0-100kph in a modest 12.36sec, just 0.3sec quicker than the old 1.5 NA petrol manual version (with the 5-speed manual). The added mid-range boost was more apparent in in-gear acceleration, where it was a few seconds quicker than the 1.5 from 20-80kph in third gear and 40-100kph in fourth.
While off-the line performance was smooth and general tractability in any gear was commendable, we did find ourselves downshifting one or two gears to overtake on the highway, and through the rev range, some flat spots and hesitation did appear. All things considered, the 1.0 Boosterjet is a welcome addition to the Brezza line-up.
2026 Maruti Brezza Mileage and Efficiency – 9/10
Bucks the downsized turbo petrol trend by being spectacularly efficient.
Though they make more power and torque than their naturally aspirated brethren, downsized direct-injection turbo petrols are often earn higher official fuel efficiency ratings due to these being tested in a lab under ideal conditions. In the real world, however, the reality proves to be different, as once the turbo comes into effect, fuel consumptions spikes.
The Brezza Turbo flips the script with an official rating slightly lower than the 1.5 NA, but still incredibly high at 19.96kpl for the higher variants and 20.47kpl for the lower variants.
The best news is that in the real world, the fuel economy seems like it will be excellent too. Despite our day of hard driving and non-stop shooting, the onboard fuel computer showed anywhere between 11 and 14kpl, while other turbo petrols have dropped into single digits with the advent of E20 petrol. Maruti’s mild-hybrid system with a bit of electric assist no doubt helps deliver these numbers, but we wish the engine stop/start was a little quicker to engage. Stay tuned, however, for the full Autocar India real world mileage test, which we will do soon.
2026 Maruti Brezza Ride Comfort and Handling – 8/10
Not the most enthusiastic handler but rides comfortably enough.
Where the pre-facelift Brezza had a light and loose steering that wouldn’t automatically return to the centre position, which was typical of Marutis of that era, this has been corrected to a great extent with the facelift. It still doesn’t have a lot of feel or feedback, but some weight has been dialled in and it returns to centre on its own now. This has robbed some low-speed ease of manoeuvrability, but a small and near-imperceptible amount.
High-speed lane changes, as a result of this added weight, feel a lot more secure to perform. For the most part, the Brezza feels planted, but its tall and boxy form on a narrow footprint make it quite susceptible to cross winds. In corners, too, it feels quite top heavy, and combined with the disconnected steering, doesn’t encourage you to push it hard around corners.
Ride quality is decent but should have been a bit better. Considering this engine is undoubtedly lighter than the 1.5 and the wheel size hasn’t gone up from 16 inches, Maruti could have taken the opportunity to relax the suspension setup a bit. It continues to err on the brittle side, but far from the point of being uncomfortable.
2026 Maruti Brezza Value for Money – 8/10
Turbo engine offered across entire model range, and priced lower than 1.5.
The biggest news is that Maruti hasn’t positioned the 1.0 Turbo above the 1.5 petrol, and has instead passed on the sub-4m tax benefits to the customer. The Boosterjet is available across all four variants – LXi, VXi, ZXi and ZXi+, while the 1.5 NA manual, auto and CNG skip one variant each. It’s a big price difference too, with a 1.5 AT costing over Rs 2 lakh more than the equivalent 1.0 MT. One can only wonder if Maruti will offer the 6-speed AT with the Boosterjet at some stage, as it does in the Fronx.
The Turbo is a welcome addition to the range, even if not necessarily from an outright performance standpoint, but simply from one of positioning. While the Boosterjet may have felt premature for Maruti in 2017, with far greater acceptance of downsized engines today, the huge tax benefits and the engine being locally assembled now, it was a no-brainer to introduce it in the Brezza. It’s a strong and confident statement, and we hope it finds its way into the hatchbacks too.
Given the aggressive pricing of Rs 7.4 lakh to Rs 13.55 lakh, the Brezza’s positioning in the segment has only improved, and you can forgive that it doesn’t have all the features of some newer rivals; the updates it has got are welcome. Similarly, you can forgive that the design hasn’t changed too much or that the turbo’s performance is not explosive, given that these fit perfectly with Maruti’s – and the Brezza’s – positioning of reliable, efficient and no-nonsense motoring.
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.
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.
The Atlas is only the second motorcycle to emerge from the revived Norton under TVS ownership, following the Manx R. For this first ride, we got to ride the fully-loaded Apex variant, equipped with a 19-inch front and 17-inch rear alloy wheel, alongside a full suite of electronic rider aids. Over the course of nearly 200km, we rode across Iceland’s sweeping mountain roads before venturing onto gravel trails to understand where the Atlas fits in the competitive adventure-touring segment.
Design and Quality – 8/10
The Atlas follows the same flowing design philosophy as the Manx R, with clean bodywork and proportionate styling that looks better in person than it does in photographs. The front end is particularly distinctive. A unique LED headlamp sits at the centre, flanked by triangular cornering lights. The indicators are neatly integrated into the handguards, giving the bike a clean appearance, while an adjustable windscreen sits above. Adjusting it requires pressing buttons on either side simultaneously, which means you can only do so while stationary.
The 15.4-litre fuel tank appears well-sized for long-distance touring, and towards the rear there’s a practical luggage rack, tail-light integrated into the indicators, and a one-piece seat. The fit and finish leaves a positive impression with consistent panel gaps, good switchgear, and it is an overall well-built motorcycle.
Position and Comfort – 9/10
Despite its touring intentions, the Atlas strikes an interesting balance in terms of ergonomics. With an 845mm seat height, it certainly isn’t low. At 5ft 7in, I couldn’t completely flat-foot the motorcycle, although reaching the ground did not feel intimidating. More importantly, once seated, the riding position feels natural and commanding.
The wide, raised handlebar offers excellent leverage while keeping you upright during long hours in the saddle. Meanwhile, the footpegs are positioned slightly rearset compared to many adventure motorcycles. That gives the Atlas a subtly sporty riding position without compromising comfort, allowing you to enjoy curving mountain roads just as much as relaxed highway cruising.
The seat comfort was surely impressive and even after an entire day in the saddle, it remained supportive with no soreness. The Apex variant weighs 192kg without fuel, which translates to roughly 204kg with a full tank of fuel. You certainly notice the weight while manoeuvring at walking pace, but once on the go, the weight is not felt as much.
Performance – 9/10
Powering the Atlas is an all-new 585cc parallel-twin engine producing 70hp and 57.5Nm. It features a 270 degree crankshaft, giving it a distinctive exhaust note and an engaging character. The cylinders are plasma-coated, which Norton says reduces friction, lowers weight and improves durability. Another interesting engineering detail is the removable cassette style six-speed gearbox, which can be serviced without moving or removing the engine.
Out on the road, the engine has strong low-end torque. Pulling away from a standstill requires little effort, and there is a healthy surge in the lower half of the rev range. Around 5,000rpm, the torque curve begins to flatten and the power delivery becomes progressively more linear towards the top end. It never felt intimidating, but was certainly entertaining.
Cruising refinement is equally impressive. The engine remains smooth for the most part, with only mild vibrations creeping through the motorcycle at higher revs. They’re noticeable, but never intrusive enough to spoil the riding experience.
The bike also gets a bi-directional quickshifter as standard. Downshifts are slick and seamless, but upshifts tell a slightly different story. At city speeds around 60kph it performs well, although at higher speeds it cuts power fractionally longer than expected, resulting in shifts that occasionally feel jerky.
Features and Safety – 9/10
The Atlas Apex comes loaded with technology. It uses the same 8-inch TFT touchscreen similar to the unit seen on the Manx R. The display is bright, crisp and easy to read, while the touchscreen itself responds well to inputs. It is paired with a comprehensive electronics package including traction control, cornering ABS, cruise control, hill hold assist and heated grips. Given Iceland’s chilly weather, the heated grips proved to be helpful throughout the day, while cruise control made covering long stretches of open highway effortless.
Five riding modes are available, each altering throttle response, engine braking, traction control and ABS intervention. I spent most of my time in touring mode and it offered good throttle response that was perfectly suited to the flowing roads we spent most of the day riding. Sport mode noticeably reduces the intervention from both traction control and ABS, allowing a more spirited riding experience, while Enduro mode also tweaks the throttle response for loose surfaces and disengages rear ABS.
One feature that stood out was the slide control calibration in Enduro mode. On gravel roads, it allows enough rear-wheel movement to enjoy controlled slides without things getting risky. Adding to the practicality is a dedicated traction control button on the left switchgear, allowing riders to disable the system altogether without navigating through multiple menus.
There are, however, a couple of minor annoyances. The TFT display takes longer than expected to boot up after switching on the ignition. The keyless system also feels unnecessarily complicated, requiring you to press an unlock button on the key fob every single time before starting the bike. This was a small inconvenience that could become frustrating during long tours with frequent stops, but it is something that Norton could fix with a software update.
The adjustable windscreen also generates noticeable buffeting at higher speeds, although it is worth mentioning that Iceland’s notoriously strong crosswinds likely exaggerated the issue.
Ride and Handling – 8/10
Suspension duties are handled by a fully-adjustable, 43mm KYB upside-down fork up front and a KYB monoshock at the rear with remote preload adjustment. The remote preload adjuster is a welcome feature for touring, although its placement requires reaching deep inside the motorcycle to make adjustments. Suspension travel measures 180mm at both ends. The standard setup leans towards the firmer side, but that suits the motorcycle’s road-focused personality perfectly.
On sweeping mountain roads, the motorcycle feels composed. It changes direction with confidence, remains planted through long corners and inspires plenty of confidence at higher cruising speeds. The chassis remained stable despite battling strong crosswinds for much of the day. Even when exposed on wide, open stretches of road, the Atlas never felt nervous or unsettled.
Although the Atlas carries adventure-bike styling, it is best viewed as a road-biased tourer that isn’t afraid of venturing off road. On flowing dirt roads, the motorcycle remained confidence inspiring, with the electronics working seamlessly in the background. Standing on the pegs felt natural, and the suspension dealt comfortably with smaller bumps and loose surfaces.
Over larger rocks and rougher terrain, however, the weight becomes more noticeable, while the suspension transmits sharper impacts than a dedicated off-road machine would. If your adventures regularly involve technical trails, there are better options available. But for riders whose definition of adventure includes the occasional gravel road between long stretches of tarmac, the Atlas feels perfectly at home.
One component that consistently impressed throughout the ride was the set of dual-purpose Eurogrip Xplo-R Plus tyres. Whether attacking sweeping corners, riding through gravel or dealing with wet roads, they delivered excellent grip and confidence, even in the sub 10 degree cold we had at the start of the ride. The Atlas tipped into corners willingly, remained composed at speed and, even in the rain, never once felt nervous or unpredictable.
The braking system, unfortunately, wasn’t quite as convincing. On paper, it sounds promising, featuring twin front discs, ByBre calipers and steel-braided brake lines. Additionally, this variant also gets an electronically combined braking system. However, there is hardly any initial bite when first applying the brakes. Instead, the stopping power builds suddenly once the lever reaches roughly halfway through. While outright braking performance is strong, the abrupt transition makes smooth modulation difficult until you become familiar with the system. It is one area that requires further refinement.
Verdict – 9/10
The Norton Atlas did make a strong first impression. It blends handsome styling, premium build quality, engaging engine performance and a comprehensive electronics package into a motorcycle that feels genuinely capable of covering serious distances. It focuses on delivering an enjoyable touring experience while retaining enough off-road ability for occasional detours. Its few shortcomings like the slightly awkward quickshifter, unusual brake feel and some quirks with the keyless system are minor in the context of an otherwise polished package.
The biggest question, however, isn’t how it rides. It’s how much it will cost. With production set to take place in India under TVS, expectations are naturally high for competitive pricing. At 585cc, it has much more displacement than a 450cc bike, a little less than a 650cc and with 70hp of power, it is in a league of its own. But considering it is above 350cc, it will attract a 40 percent GST as well.
If Norton can bring the Atlas to India with a starting price between Rs 5 lakh and Rs 5.5 lakh (ex-showroom), it could be a successful product. Now, all that’s left is to see how it performs on our Indian roads.
Iran Kuwait Conflict: कुवैत में रविवार को हालात उस वक्त बिगड़ गए, जब ईरान ने अल-सुबिया पावर जनरेशन और वॉटर डिसेलिनेशन प्लांट को निशाना बनाया, जिससे वहां भीषण आग लग गई। बता दें कि यह हमला ऐसे समय हुआ जब अमेरिका ने लगातार नौवीं बार रात को ईरान के ठिकानों पर हमले किए। सोशल मीडिया पर वायरल हो रहे वीडियो में अल-सुबिया प्लांट से उठता हुआ काला धुआं और आग की लपटें दिखाई दे रही हैं। ये वीडियो ओपन सोर्स इंटेल समेत कई सोशल मीडिया अकाउंट्स द्वारा शेयर किए गए हैं।
वहीं, ईरान के इस हमले पर कुवैत की सेना ने कहा कि उन्होंने दिन भर देश के हवाई क्षेत्र में दुश्मन की मिसाइलों और ड्रोनों को रोका।
Footage from the Al-subiya Kuwaiti power station and water desalination plant struck by Iran today. pic.twitter.com/FelPIe4lWN
कुवैत के रक्षा मंत्रालय के प्रवक्ता मेजर जनरल सऊद अब्दुलअजीज अल-ओतैबी ने एक बयान में कहा, “आज सुबह से ही सशस्त्र बलों ने कुवैत के हवाई क्षेत्र में दुश्मन की बैलिस्टिक मिसाइलों और ड्रोन का पता लगाया है, जिन्हें रोककर बेअसर कर दिया गया है।”
उन्होंने आगे कहा कि “ईरान की निंदनीय आक्रामकता देश में आम नागरिकों और जरूरी सुविधाओं को निशाना बना रही है।” उन्होंने बताया कि बिजली, पानी और नवीकरणीय ऊर्जा मंत्रालय से जुड़े कुछ ठिकानों पर हमले किए गए, जिससे वहां आग लग गई और भारी नुकसान हुआ।
इस बीच, अमेरिकी सेंट्रल कमांड (CENTCOM) ने ईरान के खिलाफ नए दौर के हमलों की घोषणा की। CENTCOM ने X पर कहा, “उसने आज शाम 7 बजे (ET) ईरान के खिलाफ लगातार नौवीं रात नए हमले शुरू किए। ये हमले ईरान की उन सैन्य क्षमताओं को कमजोर करना जारी रखेंगे जिनका इस्तेमाल होर्मुज (Strait Of Hormuz) से गुजरने वाले कमर्शियल जहाजों और आम नागरिकों को निशाना बनाने के लिए किया जा रहा है।”
मरीन वन से रवाना होने से पहले, अमेरिकी राष्ट्रपति डोनाल्ड ट्रंप ने कहा कि हालिया हमले उस संघर्ष में मारे गए अमेरिकी सैनिकों की याद में किए गए थे।
ट्रंप ने कहा, “हमने आज रात फिर उन पर जोरदार हमला किया।” उन्होंने बताया कि ये हमले हाल के दिनों में मध्य पूर्व में मारे गए तीन अमेरिकी सैनिकों के “सम्मान में” किए गए थे।
बता दें कि यह ताजा हमला ऐसे समय हुआ है, जब इससे पहले शुक्रवार और शनिवार को भी कुवैत के बिजली और डिसेलिनेशन प्लांट्स पर हमलों की खबर सामने आई थी।
कुवैत, जो अपनी पानी की सप्लाई के लिए बड़े पैमाने पर खारे पानी को मीठा बनाने की प्रक्रिया (डिसैलिनेशन) पर निर्भर है, तेहरान द्वारा खाड़ी देश में अमेरिकी सेना की मौजूदगी से जुड़ी सुविधाओं को संभावित टारगेट के तौर पर पहचाने जाने के कारण अमेरिका-ईरान के बीच बढ़ते टकराव में फंसता जा रहा है।
यह तनाव ऐसे समय और गहरा गया है, जब जून में अमेरिका और ईरान के बीच बनी अस्थायी युद्धविराम की उम्मीदें कमजोर पड़ती नजर आ रही हैं। हाल के दिनों में दोनों देशों ने क्षेत्र में ऊर्जा और परिवहन से जुड़े ठिकानों पर हमले तेज कर दिए हैं।
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.
