Luxury in an MPV is about more than having room for seven. It is about how that space is used, how effortlessly the occupants can settle in, and how much the car does to make every journey comfortable. The MG M9 brings together the practicality of a three-row MPV and the refinement of an electric powertrain, with a host of features that make time spent on the move feel a little more indulgent. Here are six highlights that make it stand out.
Lounge On Wheels
Massive wheelbase gives the M9 an imposing presence and liberates room in the cabin.
The M9’s 5.2-metre length, 2-metre width and 3.2-metre wheelbase give it the proportions to create a spacious, airy cabin. But it is the second row that makes the biggest impression. Two individual Presidential captain’s chairs offer 16-way electric adjustment, heating, ventilation, massage functions and extendable leg rests. The Boss Mode function moves the front passenger seat forward to create additional legroom, letting rear occupants stretch out and recline. It is a space designed for unwinding, not just getting from one place to another.
Space For Everyone
The aptly called Presidential captain’s chairs are even fit for a king.
While the second row gets the headline features, the M9 is designed to make all three rows usable. Its long wheelbase allows generous room for occupants, while second-row climate control, rear window sunshades and a panoramic dual sunroof enhance the feeling of comfort. The third row gets dedicated AC vents and USB connectivity, too. A premium Cognac Brown interior and 64-colour ambient lighting add to the cabin’s upmarket appeal, with the latter allowing occupants to tailor the atmosphere to their mood.
Electric Serenity
No matter the road surface, the M9 insulates its passengers from the outside world.
The M9’s 90kWh battery powers a front-mounted electric motor, producing 245hp and 350Nm, with an ARAI-claimed range of 548km. Beyond the performance and range figures, the electric powertrain brings a quality that matters particularly in a luxury MPV: refinement. With no engine noise and smooth, linear power delivery, the M9 makes for a more relaxed experience on the move. An acoustic windshield further helps keep the outside world at bay.
Quality Entertainment
Superb 13-speaker JBL system enhances the cabin’s ambience.
A quiet cabin makes for a better listening environment, and the M9 builds on this with a 13-speaker JBL sound system, complete with an amplifier and subwoofer. Whether it is music on a long drive or a podcast during the daily commute, the system makes entertainment an integral part of the experience. The panoramic sunroof and ambient lighting add to the sense of being in a space designed around the occupants.
Tech-Suave
12.3-inch central touchscreen has all the controls you’ll need within easy access.
A 12.3-inch central touchscreen, digital instrument cluster, wireless smartphone connectivity and wireless charging bring everyday convenience within easy reach. The 360-degree camera is particularly useful when manoeuvring a vehicle of the M9’s size, helping the driver negotiate tight spaces with greater confidence. These features complement the M9’s focus on passenger comfort with technology that makes the car easier to live with.
Safety Assured
The M9 has received a 5-star Euro NCAP rating.
Luxury also means being able to travel with peace of mind. The M9 gets seven airbags and Level 2 advanced driver assistance systems, adding an extra layer of protection and driver support. Its five-star Euro NCAP safety rating provides further reassurance.
The MG M9’s appeal lies in how these elements come together. Generous space, thoughtful comfort features, electric refinement and modern safety technology give it a distinct identity in the luxury MPV segment. It’s no wonder that the M9 is the best-selling MPV in its class, with over 3,000 units sold since its launch last year. This is a vehicle that makes the journey itself something to look forward to, and that is what being on Cloud M9 is all about.
The Model Y L is the long-wheelbase, 6-seat version of Tesla‘s Model Y SUV. Priced at Rs 61.99 lakh (ex-showroom), it costs Rs 11.10 lakh more than the rear-wheel-drive Model Y. It is also pricier than rivals such as the BMW iX1 LWB and BYD Sealion 7. But does the Y L justify that premium? Here’s how it stacks up.
Reasons to buy the Tesla Model Y L
Spacious and quiet
Extra length frees up more room, while its cabin is remarkably hushed
With a 3,040mm wheelbase, the Model Y L is 150mm longer between the axles than the standard Model Y. It’s also 40mm taller, freeing up noticeably more space on the inside. The Y L is a 6-seater with front seats that are comfy and get extended under-thigh support. The individual captain’s chairs in the middle row are very comfortable and feature powered armrests, plus heating and cooling functions. Passengers seated here won’t complain about legroom or headroom.
Adding to their convenience is an 8-inch touchscreen capable of playing videos, plus cupholders and charging ports. Unlike many three-row offerings, the third row of the Model Y L has enough space for adults to sit in reasonable comfort. The inclusion of dedicated AC vents, cupholders and Type-C ports comes in handy as well.
Another pro here is the Model Y L’s boot, which is rated at 420 litres with all seats up – this grows to a capacious 1,076 litres with the third row folded. Then there’s some more space under the boot floor, and a 117-litre frunk, should you need even more luggage space. Refinement is another strong point of this cabin. It’s remarkably quiet, thanks to the double-glazed windows that shut out most of the wind, tyre and road noise.
Loaded with tech
Long list of features will keep tech-savvy folks entertained
Taking centre stage on the otherwise minimalistic dashboard is the massive 16-inch touchscreen, which is easily among the sharpest and most responsive units around. Its integrated Grok AI assistant is capable of handling tasks such as setting the climate control, along with plotting routes on the navigation system and of course, finding suitable chargers. The assistant understands multiple languages and also learns the user’s preferences over time.
The Tesla Model Y L’s feature highlights include an 18-speaker audio system with a subwoofer, dual wireless chargers, multi-colour ambient lighting and a panoramic glass roof. The front and middle-row seats are heated, ventilated and powered, while the third-row seats get a heated function too. Safety kit includes 9 airbags, lane-keeping assist, blind-spot monitoring, and high-definition surround-view cameras. As with every Tesla, the Model Y L can also receive over-the-air (OTA) updates.
Brisk performance, composed ride
Dual-motor Model Y L is seriously quick for a family car
Where the standard Model Y is rear-wheel drive only, the Y L uses two motors and all-wheel drive (AWD). While Tesla hasn’t released official power figures, it’s estimated to output 514hp and 590Nm of torque. Tesla also claims a 0-100kph time of 4.5 seconds, which is quick for a two-tonne SUV. The Model Y L doesn’t feel intimidating to drive, with power building smoothly and the AWD system providing plenty of grip. In addition to the ‘Chill’ drive mode, the Y L also gets a ‘Sport’ mode.
There are no issues overtaking slower-moving traffic, as the Model Y L gets past them effortlessly. The regenerative braking is smooth as well. When you’re ambling around town, the ‘Standard’ regen setting is more than adequate and progressive, so you can drive without stepping on the brake pedal most of the time. The revised suspension of the Model Y L also gets adaptive dampers for better control over body movements and a more composed ride over the standard model.
Long range
Y L has the legs over the standard Model Y
The Model Y L uses an NMC battery pack estimated to be rated at 88kWh, as Tesla doesn’t usually publish the official battery capacity. The American brand does claim a WLTP range of 681km for the Model Y L, which is more than that of the rear-wheel-drive Model Y. DC fast charging of up to 250kW is supported, while AC charging is rated at 11kW. Plug it into a Tesla Supercharger, and the Model Y L can gain up to 288km of range in 15 minutes.
Reasons not to buy the Tesla Model Y L
Big footprint, low clearance
Large dimensions and low ground clearance call for extra care in town
The Model Y L’s large dimensions make driving it in tight spaces a bit of a chore. Despite the light steering, its large turning circle makes parking this Tesla quite a tricky affair. Another issue is the ground clearance, or lack thereof. At just 166mm (unladen), large speed breakers need to be tackled carefully to avoid scraping the underbody.
Over-reliance on the touchscreen
Even basic functions are buried in menus
Unless you’re tech-savvy, the lack of physical buttons or shortcuts will get on your nerves. Almost every function on the Model Y L is controlled through the touchscreen. Simple tasks like changing the climate settings, adjusting the mirrors or opening the frunk all require you to dig through menus. Getting used to this setup will take time, and it can easily become distracting while driving.
Hot cabin, awkward third-row access
Large glass area and third-row access come with their own cons
The Tesla Model Y L doesn’t get any blinds for its windows or a cover for its massive glass roof – instead making do with a tint. Considering the expansive glass area, this cabin heats up quickly on sunny days. The rear windscreen does without any tints, which only adds to the problem for third-row passengers.
Getting to this last row is a cumbersome task, requiring you to squeeze in between the narrow gap of the middle-row seats. The seats are also slow to fold out of the way. Once you’re sat in the third row, you’ll have to assume a knees-up position.
If you saw the picture and thought the KLX230 got a new variant, you’re neither alone nor correct. What we have here is the KLX300SM, Kawasaki’s supermotard for the overseas markets, and the Japanese manufacturer has just given it a minor engineering and feature refresh for 2027.
2027 KLX300SM continues with a 292cc engine but with revised internals
Not expected in India for the foreseeable future
2027 Kawasaki KLX300SM: What’s different from 2026?
The road-biased KLX230 upgrade that’s not in India (yet)
Discussing the changes is a very short affair in the KLX300SM’s case since there are only a few. First, the connecting rod big-end bearing has been changed from a needle bearing to a plain bearing, contributing to improved performance and slightly higher peak power and torque over the previous model. The single-cylinder liquid-cooled mill now makes 26.8hp and 24.9Nm compared to 25hp and 23.9Nm earlier.
Second, unlike in India, ABS is not mandatory in the US, so Kawasaki is adding single-channel ABS to the front 300mm disc for next year; the rear 240mm continues to be lockable by riders, but those who ride the KLX300SM are unlikely to complain about it. To accommodate the new ABS hardware, Kawasaki has switched from the dual radiators to a single, left-mounted radiator. However, Kawasaki says there shouldn’t be a difference in the overall cooling performance. Keeping in line with the times, Kawasaki has also updated the instrumentation and added smartphone connectivity. Through the Kawasaki Rideology app, users can connect their phone to the KLX300 for call/SMS alerts and navigation support.
Supermotards typically offer long travel suspension and a slender build with road-biased tyres, usually 17-inch, at both ends. In the KLX300’s case, it has a USD fork with 230mm travel, adjustable for compression. The monoshock with 206mm travel can be adjusted for preload and rebound. This and the road-biased wheel and tyre setup are what make supermotards a fun package. For context, the KLX230 S – Kawasaki India’s road-focused dual-sport – has 160mm travel at the front and 163mm travel at the rear.
In the US, Kawasaki has priced the KLX300SM at USD 6,399 (Rs 6.08 lakh) for its single variant, and it will be available from early December. As for India, we’re only now starting to warm up to niche categories like off-roaders, thanks to the Hero Xpulse series and KLX230 (and the Honda XR series on the horizon), so Kawasaki is unlikely to bring the KLX300SM here anytime soon. That said, it would be nice to have the KLX300SM and its refreshed dual-sport siblings in India, and more variety for the KLX230 series (there’s also a KLX230 SM!).
Stellantis India recently announced a new and much-needed product onslaught comprising seven Citroen and five Jeep models, all due within the next four years. While the conglomerate did not specify what these models would be, it did confirm there would be a premium pickup, which we understand would be the Jeep Gladiator.
The pickup would be one of the earlier arrivals, and the company is likely to bring it in as a CKD, just as it currently does with the Grand Cherokee and the Wrangler – with which the Gladiator shares its platform (JL).
Gladiator may mark Jeep India’s entry into the premium pickup segment
Currently the American pickup offers a single 3.6 litre V6 petrol and that could be the engine of choice for India too, and as is intrinsic to the brand, a 4×4 powertrain would also likely be offered. Alternatively, given that the Gladiator and Wrangler share a platform, Jeep India could consider utilizing the Wrangler’s 2.0-litre direct-injection four-cylinder turbo-petrol engine under the hood of the Gladiator in India.
In Jeep’s home market, the USA, the Gladiator and the four-door Wrangler are similarly priced, thus expect the Gladiator to be priced at around the Rs 70 lakh mark in India. This would be considerably higher than the Toyota Hilux. However, the Gladiator is larger than the Hilux; at over 5.5 meters in length, the Gladiator stretches the tape past the Hilux, which measures just over 5.3 meters.
The lifestyle pickup segment remains a niche market in India, although interest is gathering, with the new Toyota Hilux recently launched, the Isuzu D-Max V-Cross continuing to be sold here, and Mahindra announcing its Scorpio Lifestyler. Given the higher segment that the Gladiator would occupy however, expect modest sales numbers. Besides, the American auto giant also needs to upgrade its sales and service network, a process it says is already underway. The company says its Stellantis Brand House format would support its expansion into Tier 2 as well as Tier 3/4 markets, where it sees potential.
Tata’s passenger vehicle (PV) business grew by 35 percent in its first year after the demerger, which came into effect on October 1, 2025, and separated the commercial vehicle (CV) business from the PV division. Domestic sales between October 2025 and September 2026 stood at 7.44 lakh units, well ahead of the industry’s roughly 22 percent growth. According to the home-grown brand, its market share increased to 14.1 percent, making it India’s second-largest carmaker over this period.
Factors behind the Tata PV business growth
Two SUVs and a GST cut did much of the heavy lifting
One of the major factors behind Tata’s strong numbers is the revised GST rates, which took effect on September 22, 2025. This was shortly before the October 1 demerger, and it made cars more affordable across multiple segments. Despite this, Tata Managing Director Shailesh Chandra admitted to being surprised. “We had not expected 35 percent,” he said.
According to Chandra, monthly bookings topped one lakh more often than not, and more than seven in ten of these typically turned into retail sales. Tata crossed the 70,000-unit mark in a single month twice, and two of its quarters went past two lakh units.
With sales of 2.38 lakh units and 2.33 lakh units respectively, the Nexon and Punch accounted for around 63 percent of Tata’s domestic volumes over this period. Sales of the Sierra, meanwhile, crossed 60,000 units between January and September 2026. This is despite supply being constrained even as production was being scaled up.
Tata EV and CNG sales make up nearly half of volumes
Tata Motors claimed that EVs and CNG cars accounted for 44 percent of its annual volumes, rising to about 51 percent in the July-September quarter. Sales of fully electric models were up 84 percent (at 1.3 lakh units), with the brand claiming a 42 percent share of India’s EV market. Sales of CNG models grew by 31 percent, registering over 2.03 lakh units.
However, each powertrain faces a different set of rivals. “For EVs, my competitors are different,” said Chandra. Product development for all powertrain categories now falls under a single chief product officer, though each gets its own dedicated team.
Tata Motors targets 12 lakh annual sales by FY31
Six new nameplates are on the way
Tata is targeting over 12 lakh units per year by FY31 (financial year 2031), with a 20 percent share of the Indian passenger vehicle market. According to Tata, the plan involves over 20 product refreshes and the introduction of six new nameplates, including the Avinya.
What the brand calls its “15 product interventions” over the past year included models such as the Sierra and Sierra.ev, the updated Punch, Punch.ev, Tiago and Tiago.ev, petrol versions of the Harrier and Safari, and the Aeris. The Indian automaker said that it’s also recalibrating launch timelines. This, it said, is to ensure that each new model gets proper marketing support and that dealers have enough time to sell them.
The recent surge in demand means production capacity has become an immediate priority for Tata Motors. The company stated that its plants and suppliers are stretched thin, particularly smaller tier-two and tier-three firms, and that it has had to work more closely with them to resolve shortages. More capacity will come online at Tata’s existing plants, with the Sanand facility playing a major role. Helped by Tata’s entry into South Africa, exports have nearly doubled, to around 12,000 units.
Tata Motors to triple service network and focus on quality
The brand said that its workshops will grow faster than its showrooms
Apart from focusing on growth, Tata Motors will also be paying attention to addressing the quality and after-sales perception. The quality department now reports directly to Chandra instead of to the manufacturing department, the Managing Director stated. Tata has also set up a central software integration team, which will eventually become a ‘centre of excellence’. Tata now also tests software and hardware together earlier in development. In fact, the Sierra is one of the first models developed this way, the company mentioned.
Another point of attention is the brand’s service network, with Chandra stating that Tata’s workshops now see about six lakh vehicles per month – this is up from around 1.5 lakh in 2021. “My showrooms will increase by two times. But my service centres will increase by three times,” Chandra said. The automaker has addressed 26 of the 30 locations that it flagged as service problem areas, with dealer incentives now placing more weight on customer experience.
Between April and June, the availability of spare parts was an issue. This, the company said, was due to labour constraints, when production was being prioritised. It’s providing existing customers first claim on spare parts even if that affects the production of new cars, with Chandra claiming fill rates are back at around 85-86 percent. Regardless, changes will take time. “The perception will only change after three-four years,” Chandra admitted. “After people really see the consistency of that.”
With inputs from Hormazd Sorabjee and Ketan Thakkar.
Hyundai Motor India has inaugurated its manufacturing plant in Talegaon, Pune, marking its first major manufacturing expansion outside Tamil Nadu. The facility currently has an installed annual production capacity of 1.7 lakh units, which is planned to increase to 3.2 lakh units by 2030. Managing director and CEO Tarun Garg announced that the company will invest Rs 11,000 crore in phases at the plant.
Hyundai Pune plant: Capacity and investment
Maharashtra Chief Minister Devendra Fadnavis inaugurated the plant on October 14, 2026. Hyundai Motor Group executive chair Euisun Chung and Hyundai Motor Company president and CEO Jose Munoz were also present.
Garg said, “We will invest INR 11,000 crore in phases at this facility. Beyond expanding manufacturing capacity, the facility will drive industrial development, innovation and employment generation in the region.”
The expansion will take Hyundai Motor India’s combined annual production capacity at its Pune and Chennai plants to nearly 11.4 lakh units by 2030, according to the company. The Pune facility also has an engine shop with an annual capacity of 1.5 lakh units.
The plant uses Hyundai’s E-FOREST digital factory platform, with AI-based quality checks, predictive maintenance, digital simulations and augmented reality-based worker training. Its production lines can support multiple internal combustion engine and hybrid models.
Hyundai Venue to be made at Pune plant
The Hyundai Venue will be manufactured exclusively at the Pune plant and exported to global markets. Hyundai plans to expand exports of the model to more than 35 countries.
The inauguration coincided with Hyundai Motor India marking cumulative exports of 40 lakh passenger vehicles since 1999 and domestic sales of nearly 1 crore passenger vehicles over its 30 years in India.
Chung said, “India remains one of Hyundai’s most important and strategic markets globally.” He added that the Pune plant reflected the group’s long-term commitment to India and that the export milestone highlighted the role of Indian manufacturing in its global operations.
Hyundai said 55 Tier-1 suppliers have invested nearly Rs 4,600 crore in Maharashtra. Nearly half of its supplier network is located within 50km of the plant. The combined Tier-1 and Tier-2 supplier network has generated more than 18,000 employment opportunities in the state, according to the company.
Hyundai also cited nearly 40 ongoing research projects with seven Indian academic institutions, covering battery technology, electrification and future mobility.
The Tesla Model Y is a tech-loaded electric crossover that prioritises cabin space and performance over everything else. The new Model Y L takes that formula a step further, adding a third row of seats, a longer wheelbase, more power with an all-wheel drive setup, more range and more sophisticated suspension as well. Given the additions, naturally it costs more than the standard-wheelbase, real wheel drive versions, but is the Y L actually worth the extra outlay?
Model Y Exterior Design and Engineering – 6/10
Appears near-identical to the Model Y, but the Y L is longer, taller and has a longer wheelbase.
At first glance, the L looks very familiar to the Model Y, but this version looks noticeably larger from the side and rear. The Model Y L measures 4,969mm in length and 1,664mm in height, 1,982mm in width with a 3,040mm wheelbase, which makes it 179mm longer overall and 40mm taller than the Model Y, and it also has a 150mm longer wheelbase. At 166mm (unladen), the Y L has decent ground clearance but considering the longer wheelbase, you have to be extra careful going over big speedbreakers otherwise you will end up scraping the belly.
The growth in dimensions is particularly apparent in the raised and extended roofline, plus the expanded rear glass and rear-quarter glass area. The other changes include a new bootlid spoiler and the 19-inch alloy wheels have a more enclosed design, both in the interest of further aero optimisation.
Other than that, the smooth, aerodynamic silhouette with minimalist detailing and distinctive lighting elements remain. The overall design is unmistakably Tesla, although the extra length gives it slightly more road presence. That said, the Model Y L doesn’t suddenly become a traditional SUV just because it has grown. Its rounded, slightly anonymous shape with clean surfacing continues to favour aerodynamic efficiency over visual appeal. But it looks distinctive and as such, has carved out a niche for itself in terms of design.
Model Y Interior Space and Comfort – 8/10
Minimalist design remains the same, save for a new textured finish on top of the dashboard.
This is where the Model Y L takes a larger step up. The standard Model Y already had a spacious cabin, but the Y L has even more room and brings further versatility, by adding a third row of seats. It is a six-seater rather than a seven-seater, with two individual captain’s chairs in the middle row instead of the standard car’s bench.
The front seats may be simple-looking but they are plush and comfy, and the extended underthigh support enhances comfort especially for taller people. These seats are also heated, cooled and feature electric adjustment. The second row is arguably the highlight, however. The individual captain’s seats are very comfy, and they feature integrated headrests, a heating and cooling function, along with power adjustment and powered armrests too. The extra wheelbase and taller roof of course gives passengers more room to stretch out and as such there’s no shortage of legroom or headroom here. The larger windows, coupled with the tinted panoramic glass roof further enhances the sense of space. However, since there are no window blinds or a sunshade for the roof, the large glasshouse area means the cabin heats up too easily especially on a hot, sunny day.
Captain seats are very comfy and there’s plenty of legroom and headroom here.
Middle row passengers are well-catered too, however. Apart from the aforementioned heated/cooled and powered seats, you also get cupholders, charging ports, cupholders and a 8-inch touchscreen. This centrally-mounted unit is just as slick to use as the one in the front and it controls several functions, along with the ability to play videos and games.
Seating is knees-up, but the third row is usable even for adults.
The third row, however, comes as a bit of a surprise. Considering the low seat, you’re sat in a knees-up position but space back here is genuinely usable for adults, with adequate headroom and kneeroom. Dedicated AC vents, cup holders and type C charging ports are useful inclusions and show that the rearmost seats aren’t simply an afterthought. Like in the middle, here too the large window and untinted rear windscreen lets in a considerable amount of heat.
420-litre boot can be expanded to a massive 1,076 litres by folding the third row; more room under the boot floor too.
Luggage space is another important consideration for a family focused car such as the Y L. With all three rows up, boot space is a respectable 420 litres which can be further expanded to a massive 1,076 litres by electronically folding the third row. Then there’s also a considerable amount of storage space under the boot floor and a properly usable 117-litre frunk. As such, the Y L remains practical despite the added seats. It’s worth noting though, there’s no spare wheel.
Practical cabin features a large storage box in the centre, cup holders, two wireless phone chargers, and space under the centre armrest.
Up front, the cabin retains Tesla’s familiar minimalist layout. A large central touchscreen dominates the dashboard, with very few physical controls to interrupt the clean design. This extended model gets a textured finish on top of the dashboard, but the overall layout remains largely unchanged. It also remains a practical place, with a large cubby space in the centre console, storage under the centre armrest, multiple cupholders and seat back pockets.
Model Y Features and Safety – 7/10
Y L gets a Sport drive mode and two settings for the new adaptive dampers.
Technology has always been central to Tesla’s appeal, and the Model Y L continues with that approach. Apart from the aforementioned 8-inch rear screen, the main party piece of this car is the central 16-inch touchscreen. This screen is easily one of the best in the business in terms of resolution and responsiveness.
16-inch touchscreen is one of the sharpest around and packs in the typical Tesla quirks and features.
The screen is slick and feature-packed, but the reliance on it for everyday functions remains a usability compromise. Adjusting climate settings and accessing basic vehicle functions like adjusting the mirrors and opening the frunk require navigating menus, which isn’t as intuitive as using dedicated switches. It looks modern and gives the cabin a clean appearance, but a little more emphasis on straightforward ergonomics wouldn’t hurt.
8-inch rear screen is just as slick and can bes used to play videos and control other functions.
But thankfully, you do get the Grok AI assistant as a part of the package which can pretty much do everything for you right from setting the AC, to setting the navigation, finding a charger and much more. It can converse in multiple languages and also constantly learns more about you, so it’s said to get more intuitive as you spend more time with it.
Other features include a panoramic glass roof, dual wireless phone chargers, multi-colour ambient lighting, a superb sounding audio system with 18 speakers and a subwoofer, heated/ventilated and powered front two rows of seats, heated third row seats, all LED lights and so much more. There’s also connected-car tech, and as with any Tesla it gets over-the-air updates, so the car is constantly improving without the need to visit a service centre.
Tinted glass roof helps the cabin feel airy but no sunshade means it heats up quickly as well.
Safety equipment includes nine airbags and a suite of driver-assistance features, including lane-departure warning, lane-keeping assist and blind-spot monitoring. The car also has high-resolution cameras all around it which provide a great view of the surroundings, although Tesla’s more advanced Autopilot capabilities remain absent in India.
The technology is impressive, but the screen-centric interface requires some acclimatisation. Some buyers may find the learning curve frustrating, especially while driving. But for the tech-savvy buyers the Y L is aimed at, they will find this approach very appealing.
Model Y Performance and Refinement – 9/10
Dual-motor, all-wheel-drive powertrain puts out over 500hp and does 0-100kph in a claimed 5 seconds.
The Model Y L is offered in India with a dual-motor all-wheel-drive setup, unlike the rear-wheel-drive only Model Y variants. Tesla does not officially list powertrain specifications, but it has an estimated combined system output of 514hp and 590Nm and the brand claims a 0-100kph time of 5 sec and a top speed of 201kph. We did a quick acceleration test and managed a 0-100kph time of 5.02sec, though we couldn’t test the top speed as our car was electronically limited to 120kph. For a family crossover which is estimated to weigh over two tonnes, the performance is properly brisk. Expectedly, acceleration feels very potent and as typical of any high-performance EV, the Model Y L pins you back into the seat. However, there is a certain progression to the power delivery and the added traction of the all wheel drive setup makes it feel manageable and not overwhelming. There’s also two drive modes, Chill and Sport, the latter of which is exclusive for the Y L. And they have a corresponding effect on the response of the powertrain, with Sport obviously feeling much more immediate.
The added performance also makes overtaking on highways and closing gaps in traffic particularly effortless, as is reflected in the rolling acceleration figures. 20-80kph takes 2.85sec while 40-100kph is dispatched in just 2.94sec.
As with the standard Model Y, the Model Y L also impresses with its refinement. The cabin is superbly insulated from the outside world, thanks in part to the double glazed windows, with barely any road, tyre and wind noise filtering through into the cabin.
Model Y Mileage / Range and Efficiency – 7/10
Tesla Supercharger is said to add up to 288km of range in 15 mins; has a WLTP-rated range of 681km.
Tesla claims a WLTP range of 681km, from the Model Y L’s 88kWh (estimated) NMC battery pack. That’s more than the standard RWD Model Y, for reference. It can also add up to 288km of range in 15 minutes when connected to a Tesla Supercharger, according to the company. Speaking of which, the electric crossover is capable of accepting up to 250kW on DC fast charging and 11kW on AC charging. As always, real world range will depend on driving conditions, speed, weather and other factors.
Model Y Ride Comfort and Handling – 7/10
Adaptive dampers and longer wheelbase does make the Y L feel more settlled than the standard Model Y.
The standard Model Y’s ride and handling package is competent, although its low-speed ride is noticeably firm, especially on uneven surfaces. Tesla has made changes to the L’s suspension, equipping it with adaptive dampers in a bid to improve comfort and body control.
This is a particularly relevant upgrade for a longer, heavier vehicle designed to carry more passengers. As with everything else, this is also controlled via the touchscreen with two settings available – Balanced and Rear Comfort. The latter softens things down and gives it a slightly plusher feel, while the former represents a good middle ground between ride comfort and handling. Even though the difference in the modes isn’t that great, the Y L does feel more composed over broken roads and avoids transmitting as much movement into the cabin as the Standard Model Y.
The longer wheelbase also helps the car feel a bit more settled at speed, although manoeuvring in confined spaces is more cumbersome, and this is particularly amplified thanks to the rather poor turning circle. Like the standard Model Y’s, the Y L’s steering is light and easy to use, but it isn’t particularly feelsome. There’s also three modes for the steering, which progressively add more weight. The handling too is more competent and predictable rather than entertaining. It doesn’t feel as agile as the Model Y but body movements do seem better controlled thanks to the adaptive dampers.
There’s two levels of regenerative braking – Standard and Reduced. Standard is the stronger setting and best for use in the city as it almost functions like a one-pedal mode while Reduced is for highway use as it allows for some coasting.
Model Y Value for Money – 7/10
The Model Y L is for those who want a spacious, quick, refined, and cutting-edge premium EV for the family.
Priced at Rs 61.99 lakh (ex-showroom), the Tesla Model Y L makes for a more compelling case than the standard Model Y despite costing 10 lakh more. It still costs a fair bit more than its most direct rivals, the BMW iX1 LWB and the BYD Sealion 7, but the Y L is more spacious with more seats. The Model Y L does have its compromises though. It’s over reliant on the touchscreen for even basic functions and the large glasshouse means the cabin heats up easily. The larger dimensions, poor turning circle, low ground clearance and long wheelbase also means it is more challenging to maneuver in the city and while parking.
But it brings a lot more to the table too. There’s more cabin space, the added versatility of a third row, a more potent dual-motor powertrain with all-wheel-drive and a higher claimed range as well. And it retains its strengths of being featured-packed, with excellent refinement and massive cargo space. Tesla says that buyers are now preferring to opt for the Y L over the Model Y considering all the additional things it brings, and that really doesn’t come as a surprise. So for buyers who want a spacious, quick, refined and cutting-edge electric crossover for the family, the Tesla Model Y L fits the bill perfectly.
Hyundai has announced plans to invest USD 15.5 billion in India between 2026 and 2032. The investment will cover research and development, manufacturing capacity, local supplier development and businesses such as electric vehicle charging and automotive financing. The announcement follows a meeting between prime minister Narendra Modi and Hyundai Motor Group executive chair Euisun Chung in New Delhi on October 13.
“India remains one of Hyundai Motor Group’s most important and strategic markets globally. The past 30 years have been defined by our commitment to India. This investment reaffirms our commitment to India for the next 30 years and beyond,” Chung said.
Hyundai investment: R&D and manufacturing plans
The company plans to invest around USD 700 million in its Indian R&D centre, including a vehicle testing track. The investment is intended to expand engineering facilities and support the development of automotive technologies and local talent.
The group also plans to increase manufacturing capacity across Hyundai and Kia. Their combined annual production capacity in India currently exceeds 1.4 million vehicles, across Hyundai’s facilities in Chennai and Pune, and Kia’s plant in Anantapur.
Capacity at Hyundai’s Pune facility is scheduled to increase in phases. The group is also assessing a third manufacturing location to meet its longer-term requirements.
Our sister publication, Autocar Professional reported on September 29 that Chhatrapati Sambhaji Nagar in Maharashtra and Sanand in Gujarat were among the locations under consideration. According to people familiar with the plans, the proposed facility could eventually add around 500,000 units of annual capacity, with investment potentially exceeding USD 2 billion over time. The plant could come up around 2030, with capacity added in phases over five to seven years. The October 13 announcement did not confirm the location, investment schedule or additional capacity.
The company will also invest in local suppliers and regional partners to increase parts localisation and strengthen its supply chain. It plans to establish a dedicated investment entity in India to oversee the programme and identify suppliers, technology partners and investment opportunities.
Hyundai to explore new mobility businesses
Beyond vehicle manufacturing, Hyundai Motor Group plans to explore automotive financing, EV charging infrastructure and end-of-life vehicle recycling. It also intends to support promising start-ups and expand into mobility services linked to its vehicle business.
Hyundai is developing electric three-wheelers with TVS Motor Company under a joint development agreement. The partnership is aimed at commercialising electric three-wheelers for India and other markets.
The group said the investment programme is expected to create employment in manufacturing, R&D, engineering and supply chains, including through suppliers and new mobility businesses. It currently employs more than 24,000 people across India.
Hyundai Motor Group has not disclosed how the USD 15.5 billion investment will be divided between Hyundai and Kia, or how much will be allocated to individual projects.
Volvo India launched the EX90, its flagship electric SUV, in October 2026. It serves as an electric alternative to the XC90, the carmaker’s flagship ICE SUV. While the two models differ in their powertrains, they also vary in pricing, exterior design, interior features and more. Here is how the two Volvo SUVs compare.
Volvo EX90 vs XC90: Exterior
The EX90 has a simpler front design, with a closed-off grille, and vertical lighting elements on either side of the bumper. In comparison, the Volvo XC90 gets a more traditional front fascia with a prominent grille and a slightly different bumper. Both get hammer-shaped LED DRLs, though the ones on the EX90 have a pixel-like design. Also, main headlamps are hidden behind the DRLs on the EV.
In profile, the EX90 features electrically operated flush-fitting door handles and a gently sloping rear roofline. In comparison, the Volvo XC90 opts for manual pull-type door handles and a slightly more upright stance. Both SUVs feature blacked-out B-pillars, sculpted wheel arches devoid of cladding and roof-mounted spoilers. While the XC90 has a chrome outline around the glass area, the EV skips it.
Speaking of dimensions, the Volvo EX90 is 5,037mm long, 1,964mm wide and 1,744mm tall. This makes the EV 84mm longer and 33mm wider, but 27mm lower than the XC90. Both SUVs have an almost identical wheelbase, with the EX90’s 2,985mm wheelbase being just 1mm longer. It also gets larger 21-inch wheels, compared to the XC90’s 20-inch wheels.
Both SUVs feature slim vertical LED lights along the sides of the rear windscreen, although their designs differ slightly. The tail-lamps also have different designs, while the ‘VOLVO’ lettering is positioned on different locations on the tailgate. The rear bumper designs vary as well.
Volvo EX90 vs XC90: Interior and features
Both the Volvo XC90 and EX90 get air suspension, a 360-degree camera setup, an ADAS suite, four-zone climate control and an onboard air purifier. Both also feature front-seat heating, ventilation and massage functions, and a Bowers & Wilkins audio system. However, the XC90 has 19 speakers, while the EX90 gets 25 speaker units. Middle row seats don’t get heating, ventilation or massage functions on either SUV.
While both get vertically oriented touchscreens, they differ in sizes – 11.2 inches on the XC90 and 14..5 inches on the EX90. Some physical control have been provided on the XC90 under the touchscreen, while its electric counterpart does not feature them. The design for the steering wheel also differs in both cars. Also, the XC90 gets a panoramic sunroof, while the EX90 has an electrochromic glass roof, whose tint can be changed from the central touchscreen.
As for the seating capacity, the EX90 is on offer in a six seater configuration, featuring captain seats in the middle row. Meanwhile, the XC90 is a seven-seater SUV. Two interior colour options – Cardamom and Blond – are available with the XC90, while the EX90 is sold with one colour – Dawn. The XC90’s boot capacity with all seats up is 302 litres, while the EX90 claims 324 litres; the EV also gets a 46 litre frunk.
Volvo EX90 vs XC90: Powertrain
The India-spec EX90 comes with a 106kWh battery pack, which powers a dual electric motor setup. Combined output is 456hp and 670Nm, with a claimed 0-100kph sprint time of 5.5 seconds. Claimed range stands at 625km on the WLTP cycle.
On the other hand, the XC90 features a 2.0-litre, four-cylinder, turbocharged petrol engine with support from a 48V mild-hybrid system. Peak power is 250hp and max torque is 360Nm, which is 206hp and 310Nm less relatively. Its 0-100kph sprint time of 7.94 seconds is slower by 2.44 seconds.
Volvo EX90 vs XC90: Prices
EX90
XC90
Price difference
Price (Rs)
1.26 crore
98.80 lakh
27.20 lakh
At Rs 1.26 crore, the Volvo EX90 is the more expensive model in this comparison, costing Rs 27.20 lakh more. Beyond the price difference, the two models mainly differ in their powertrains and peak power outputs, while differences in their exterior and interior features are relatively less. The choice between them will depend on factors such as the buyer’s driving requirements, family size and performance.
Ex-showroom prices mentioned above are as on October 13, 2026.
Volvo is currently not considering plug-in-hybrid vehicles (PHEVs) in its India portfolio anytime soon, as it sees the current tax structure and uncertain customer interest as hurdles to their introduction. “The regulations are not conducive to plug-in hybrids,” Jyoti Malhotra, MD of Volvo Car India, told our sister publication Autocar Professional on the sidelines of the recent EX90 launch. He also added that Volvo’s India plans remain focused on mild hybrids and EVs for now.
GST on PHEVs is 40 percent, making them less competitive than BEVs with 5 percent GST
Volvo’s India strategy focuses on mild hybrids and BEVs for the foreseeable future
PHEVs could be introduced if customer demand, economics support their future viability
India’s tax structure makes PHEVs less competitive
In India, PHEVs attract a 40 percent GST rate (plus applicable cesses bringing total taxes even higher, up to 43 percent). In contrast, pure battery EVs (BEVs) face a 5 percent GST rate and no compensation cess.
Malhotra said current tax treatment favours BEVs and makes PHEVs less competitive. PHEVs combine an internal combustion engine (ICE) with an electric drivetrain comprising an electric motor and a rechargeable battery that can be charged externally. This dual-powertrain setup adds to the vehicle’s cost. The higher tax burden further affects the final price, making PHEVs less competitive against conventional ICE models and battery electric vehicles (BEVs).
Higher costs, customer willingness to pay remain key hurdles
Beyond taxation, customer willingness to pay remains a key factor in Volvo’s assessment. Malhotra said PHEVs would be more expensive than conventional ICE vehicles because they combine two powertrains and face a higher tax burden. “Are our customers ready to pay that cost is something we are watching very closely,” he added.
He also believes incentives under the third phase of Corporate Average Fuel Economy (CAFE) norms, slated to go into effect from April 2027, would not by themselves change the commercial case or the final purchase price. “I don’t think CAFE will bring much change to that. It is basically the tax structure,” he said.
Volvo’s India strategy remains focused on EVs, mild hybrids
Malhotra maintained that Volvo’s broader direction remained towards battery electric vehicles, even as the company adjusted the pace of its transition to reflect conditions in individual markets. “Our end goal is still the same, globally as well as in India, that we want to become an electric car company,” he said.
In India, Volvo offers mild-hybrid SUVs alongside BEVs, with electric cars accounting for nearly one in four vehicles it sells. The BEV portfolio includes EX30, EC40 and EX90 models, while the ICE models include the XC60 and XC90 SUVs, which come in a mild-hybrid avatar. Internationally, though, Volvo offers the XC60 and XC90 as PHEVs as well.
Malhotra said that mix also left the company well placed on CAFE compliance, allowing its powertrain decisions to be guided by market demand. Plug-in hybrids remain an option if customer demand and the economics support their introduction. “It’s not that we will bring it, but we can bring it if all things fall in place,” he added.
