You could argue there was no better long-term test for the Skoda Kylaq than being driven 19,351 kilometres from India to Czechia. However, for those of us who can’t go on a two-month-long adventure full of culture, cuisine and continent-crossing, here’s what it’s been like trudging through Mumbai traffic for the last few weeks.
I’ve been fascinated by the Kylaq since its launch in early 2025, and apart from a few quick peeks at it when it came in for other shoots, I had never really driven one before this. So, now that it’s finally joined the Autocar India fleet, I’ve been more than happy to take it on for its first couple of weeks. And just as a proposition alone, I’m amazed that Group partner Volkswagen didn’t immediately jump on this idea and do a compact SUV in parallel. Guess we’ll just have to wait until 2027.
Feels reassuringly solid, from the door shut to the driving dynamics.
The formula is simple enough – a Kushaq, but slightly smaller and using only the lesser 1.0-litre engine. But the more time I spend in here, the more I wonder if there’s any need for a Kushaq 1.0 TSI at all – this thing offers pretty much everything it does. At no moment does it feel lesser in any way – same step up into the cabin, same solid slam on door shut, same high-set driving position. And features? Apart from the Kushaq’s newly added panoramic sunroof, bigger driver’s display and rear massaging seats, it has everything else!
Severe turbo lag followed by sudden burst of power frustrating in stop-go traffic.
There are two mechanical changes that I hope make their way to the Kylaq soon, though. The first is the 8-speed gearbox, which should help mask one of this car’s shortcomings – turbo lag. The older 6-speed AT in our Kylaq may be smooth while you’re on the move, but at crawling speeds, where I spend most of my time, it can never figure out if it needs to be in first or second, and sometimes changes its mind at the worst possible moment. If it chooses first, it will lurch you forward aggressively, but if it chooses second, it traps you in the dreaded lag zone. Off boost, this 999cc engine feels overwhelmed by the Kylaq’s 1,255kg.
Single-digit fuel economy unexpected, unacceptable in a compact car.
Frustratingly jerky movement aside, where this indecisiveness has really hurt more is my wallet. The constant shifting, switching on and off boost and general inconsistent progress have hit the fuel economy very hard, and I struggle to get past 8kpl on my admittedly slow daily commute. Some of it might be down to the sudden advent of E20 fuel, but eight kilometres per litre in a compact car is criminal. I used to average 10kpl in our 1.5-litre TSI DSG Slavia a few years ago, and the team has been getting more out of our 2.0-litre TSI VW Tayron. So, it’s really down to an overstressed engine and a clumsy gearbox.
The other mechanical change is far less of a problem, and that’s the AC. While this still uses the fixed-geometry compressor from the original Kushaq, it’s a smaller car, so cooling the cabin is rarely an issue, and I drove it through at least one week of our awful heat wave. The thing is, you can feel it’s working overtime to keep the cabin cool, and when set to auto mode, the fan stays on full blast for most of my journey. I often find myself turning it down to have a conversation or enjoy my music.
Large, shiny 17-inch alloy wheels do well to enhance Kylaq’s road presence.
These two niggles aside, it’s a very pleasing experience, as you might expect from a slightly smaller Kushaq. There’s a certain toughness to it you don’t find in cars from this segment that almost encourages you to seek out potholes and slam through them. There’s a similar firmness to the ride, but I actually like that; it suits my driving style better than something overly soft and rolly. And I’m also willing to forgive a lot for how good those 17-inch wheels look; a bold choice when most of the segment is still running 16s.
I’ll delve more into the interior, tech and other things in a future update, but in this short first experience, I can see how the Kylaq made it to Prague so comfortably and without incident. It’s compact only in size and is a uniquely European addition to the compact SUV segment.
It’s all too easy to start every review of the Mini Countryman with some variation of the phrase ‘the Mini that’s not so mini’, because that’s always been true. The SUV of the Mini range, by definition, is always going to fit that description; the difference this time is that Mini itself is onboard with the idea. Where previously it was always marketed as a Mini first and an SUV second, this time the script has been flipped. No longer content with being a niche offering for the fashion forward, they want this to be your family car, or more specifically your first luxury SUV. You’ll see how the vehicle attempts to achieve that in the paragraphs ahead, but the intent is clear with the price of this locally assembled third-generation ‘U25’ Countryman C, which at Rs 47 lakh (ex-showroom), is bang on par with ‘conventional’ entry luxury SUVs, like the Mercedes-Benz GLA, Audi Q3 and even its own cousin, the BMW X1.
2026 Mini Countryman C Exterior Design and Engineering – 9/10
Clearly prioritises practicality more this time, but retains that Mini charm.
Looks sharper, boxier and visibly larger than before.
As with every successive generation, the new Countryman has grown (it’s now the tallest SUV in the class, with the highest ground clearance), but this time it has deliberately been made to ‘look’ large as well. Gone are the cartoonish and bulbous features of previous models, and in their place are smaller, sharper, more angular elements. The headlamps, grille and even the roofline have a boxier look, and this points to the greater space inside. It’s more recognisable as a Mini from the rear, where the familiar cues of a contrast roof, ‘Countryman’ lettering on the tailgate and Union Jack tail-lamps are easy to spot.
We’ve seen this look already in the Countryman Electric, and all that’s changed here is the grille that isn’t closed off. We’ve also already seen it on the CBU-imported Countryman JCW All4, which, apart from its more powerful engine and AWD, gets a sportier body kit.
19-inch alloys look great, but they hurt ride quality.
This one being a locally assembled model, however, it’s available in a single, fully loaded ‘Favoured’ spec with no optional extras, save for some accessories. It looks the business, however, with champagne-coloured accents all around, the contrast roof as well as huge 19-inch dual-tone alloy wheels. You get a choice of five colours, but Mini has been sure to pick more extroverted options than conventional luxury SUVs – British Racing Green is still the most popular Mini colour bought in India.
2026 Mini Countryman C Interior Space and Comfort – 8/10
Genuinely usable space and practicality make it feasible as a luxury SUV.
Generous headroom and legroom at the rear, though thigh support is not the best.
The results of the grown dimensions are immediately obvious in the greater interior space. It feels larger and airier than any Countryman before it, and betters some rivals in this regard. Without the battery of the EV, the floor is lower, giving a comfier seating position, though rear-seat thigh support is still not the best. And though the huge panoramic sunroof lets some light in, we wish the windows were a touch larger. Still, this can realistically be used as a chauffeur-driven car now.
The other area where it delivers more than the EV is the boot, whose volume has gone up by 50 litres to 505 litres. You can free up some more by sliding the rear seat forward on rails, and what’s more, they’ve even included a space-saver spare tyre, which you don’t get in the EV.
In the front seat, there’s no mistaking this for anything but a Mini, thanks to the clean dashboard with a big circular touchscreen at the centre. While this does function as the speedometer, a nod to the original Mini, there is also a flip-up HUD, which presents the info in your line of sight.
Knitted fabric on the door cards and dashboard lends the cabin an upmarket feel.
The dash is trimmed in an upmarket-feeling knitted fabric, which then extends onto the door cards, where it blends from blue to brown in colour. There are plenty of uniquely Mini touches, like slim, vertical AC vents, a row of toggle switches to start the car and change modes, more champagne gold trim and vertical inside door handles. But there is also more BMW switchgear than ever before, which, though high quality, looks a bit ordinary.
Storage space and ergonomics are well thought out, with an open centre console, a neat covered storage box and a sliding armrest. The front seats, meanwhile, are large and accommodating and give a commanding view outward.
2026 Mini Countryman C Features and Safety – 8/10
Generously kitted out with lots of standard equipment, on par with rivals.
Edge-to-edge circular screen is responsive, high-res and full of cutesy graphics.
As mentioned before, there is only one variant of the Countryman C, with a fixed features list and no optional add-ons. It’s a generous spec that features more than what some rivals offer, including wireless Apple CarPlay and Android Auto, powered front seats with memory and massage function for the driver, surround camera with auto park function, a Harman/Kardon audio system, heated steering wheel, panoramic sunroof, 13.7-inch diameter OLED touchscreen, heads-up display, voice assistant, wireless phone charging and a digital key system, to name a few.
As seen on all current-generation Minis, the dish-like circular touchscreen is a work of art. Where the previous generation housed a rectangular touchscreen within the circle, the new one is an edge-to-edge circular screen. It’s responsive, bright, high of resolution and full of Mini-typical cutesy graphics. Even the audio cues aren’t like normal cars, with cute ethereal chimes replacing boring warning beeps. There aren’t drive modes but Experience Modes (more on these later), which not only change the colour of the ambient lighting, but the screen display and can even activate certain features, like the seat massage.
Hard buttons only for few functions such as media controls and Experience Modes
However, once the novelty fades, you start to realise this circular design isn’t great ergonomically. While there, thankfully, are hard buttons for music volume and track control, as well as dri- sorry, Experience Modes, AC controls and all other functions are on the screen. With no bezel or edge to rest your hand on, and small, rounded graphics to tap, it is quite tricky to perform basic functions on the move. And as it’s based on BMW’s current i-Drive system, there are far too many sub-menus to go through.
2026 Mini Countryman C Performance and Refinement – 7/10
Downsized turbo-petrol engine lacks the zest associated with a Mini.
Performance feels merely adequate from the 156hp, 1.5-litre turbo-petrol engine.
This car shares its UKL1 architecture with the BMW X1, as well as its 1.5-litre three-cylinder direct-injection turbo-petrol engine. As in the BMW, it produces 156hp and 240Nm, sent to the front wheels via a 7-speed dual-clutch automatic gearbox, and as in the BMW, it feels merely adequate. While easier to digest in the X1, which has long since transitioned from ‘Ultimate Driving Machine’ to comfy family cruiser, the Mini’s go-kart intentions are still on display, and the expectation for more performance is higher.
Like in modern BMWs, the Experience Modes are mostly cosmetic, with only Green (Eco) and Go Kart (Sport) altering drive performance. Expectedly, the former dulls things down, while the latter primes the engine and gearbox to be more reactive, and they work as expected. There is, however, no scope to set individual parameters in any mode; for instance, ESC is off by default in Go Kart mode and you can’t turn it back on.
Gearbox is intuitive and quick, but there’s no manual control whatsover.
Also missed are paddle shifters, or in fact any means of shifting manually, though the gearbox is quite intuitive and quick to shift for the most part. It’s only at crawling speeds where this powertrain falls into the triple-whammy trap of turbo lag, gearbox hesitation and no off-boost power that’s typical of downsized engines. Things improve drastically in the mid-range, where the Countryman C feels most comfortable.
The engine also remains pretty refined for the most part, and it’s only if you absolutely stretch it out that you’re made aware it’s a three-cylinder unit.
2026 Mini Countryman C Mileage and Range – 8/10
Decent for a reasonably large turbocharged petrol luxury SUV.
Fuel economy is officially rated at 15.92kpl.
The advantage of the sizing-down is, of course, fuel economy, which will no doubt be better than with a larger 2.0-litre engine. It’s officially rated at 15.92kpl, which is not bad for a turbo petrol luxury SUV, and you realise that it’s because it’s not too heavy – clocking in at around 1,700kg. Other factors helping this include a quick-acting engine stop/start system and a good drag coefficient of just 0.26. Expect a real-world average comfortably in the two digits. And like all new BMW cars, this one is E25 compliant.
2026 Mini Countryman C Ride Comfort and Handling – 7/10
Still fun, but drives like a big car now; large wheels hurt ride quality.
Handling is a noticeable departure from the Go Kart feel that’s typified all modern Minis.
More so even than the powertrain, the Go Kart feel that’s typified all modern Minis comes from the chassis setup and handling, and this new Countryman represents the first noticeable departure. But that’s not necessarily a bad thing, and is in keeping with its new, more grown-up luxury-SUV persona.
The steering is much lighter and not as tightly wound as before, for a start, and that means despite the increased size, the Countryman is even easier to manoeuvre. What you lose in the process is some urgency in direction changes and some agility, but you don’t mind that thanks to the aforementioned benefits.
It feels reassuring and has great road-holding at highway speeds,
The good news is the suspension setup still allows it to handle corners tidily and with not too much body roll. And this despite being slackened off quite a bit to be noticeably comfier and more compliant than the previous Countryman. It also has great road-holding at high speeds and feels far more reassuring at highway speeds, and the overall sensation is that you’re commandeering a proper SUV rather than a high-riding hatchback. The only spoilsport here are the 19-inch wheels; while they look great, they crash hard through potholes and even over some steeper speed breakers.
2026 Mini Countryman C Price and Verdict – 8/10
Competitive pricing and big space make it a credible rival to other entry luxury SUVs.
The Mini Countryman C is priced at Rs 47.5 lakh (ex-showroom, India) which is incredibly competitive. It ducks under both, the Mercedes GLA and BMW X1, with only the entry-level version of the Audi Q3 being slightly cheaper. The best part is that, where previous locally assembled Countrymans (Countrymen?) felt stripped down compared to their CBU counterparts, here you get a well turned out and generously equipped luxury SUV that doesn’t leave you wanting.
It’s clear that Mini is on a war footing to break into the mainstream, and that’s something it certainly can’t do with its hatchbacks, which remain fun to drive and upmarket, but ultimately niche fashion statements. The Countryman C delivers on space, features, luxury and comfort that’s more than a match for others in the segment, and despite a slightly underwhelming engine, adds some much-needed pizzazz to the ranks of entry level luxury SUVs.
The CAFE 3 norms are just eight months away. Things will certainly get tighter and tougher for automakers, in terms of upping the number of clean power options as well as light-weighting their current brawn-ish SUVs. If one has to bring a 30 percent reduction in fleet-average performance and move from MIDC to WLTP test results, an automaker has very little leeway in terms of just about making it.
As a product planner, I would seriously take this as an opportunity to bring the focus back onto the entry-level small car. In fact, all product planners should be doing the same, irrespective of what your current portfolio is. The policymakers are sending out a clear message to the Indian automobile industry – relook and revive the small car, for you have neglected it for quite some time now!
And why not? It’s not just for developing markets; look at the developed world too. The otherwise ostentatious European is seriously evaluating the small car once again. Even the more aware and conscious American is. Japan has always been a ready reference for all. Tomorrow’s car buyer is going frugal and smart once again. Going back to the basics. Without compromising on comfort and features. And the automakers have prepared themselves for such times. Some started almost a decade ago, with varying outcomes, but the efforts have been commendable and great teachers on how to approach the future.
The Citroën Ami. The Fiat Topolino and Multiplina. The Renault 5 and its hot hatchback cousin, the Alpine A290. The Nissan Micra. The Smart For2. The Honda Super N. The Microlino and Microletta. And I have not even gone into what the Chinese have launched over the last 12 months.
This is the attack of the “minors”. Electric. Power-packed. Feature-rich. Head-turning looks. Both microcars as well as conventional entry-level little runabouts. They are not cheap-looking, frugally engineered, cost-compromised, low-on-status offers that one never wants. They are clean, conscious and very cool. They cater to the sceptical youth and the wizened elder alike.
For years, Japan and Europe have been the homes of such cars. It is time India takes over that role. And it makes perfect business sense too. If we are to increase car penetration and grow the market to a size even half of that of China, given our consumption power, there is no other way but to make the entry-level car the hero of the script. Whether electric, CNG or hybrid. It is the responsibility of brands like Maruti Suzuki, Hyundai, Toyota, Tata and Honda to make this happen. Only then will we create a mature and sustainable market with a rich and robust pipeline of two-wheeler owners who will want to look up!
Norton has revealed a one-off version of its Manx R in collaboration with Peaceful Research, a British art and design practice known for its work around contemporary motorsport and automotive culture. The motorcycle, officially called the Manx [P]R, made its public debut at the British MotoGP weekend at Silverstone
One-off Manx R gets pink and purple finish
200cc V4 continues to make 206hp and 130Nm
Bike was revealed at the British MotoGP at Silverstone
Norton has revealed a one-off Manx R created in collaboration with Peaceful Research, a British design practice working across motorsport and contemporary culture. The motorcycle made its public debut at the 2026 British MotoGP at Silverstone.
The one-off Manx R gets an asymmetrical finish combining metallic pink, deep purple and light grey. Peaceful Research’s graphics have been incorporated into the bodywork, while a ‘26’ graphic on the tail marks the year of the project.
The collaboration is limited to the design, with no changes made to the Manx R’s mechanical specification. Norton says the motorcycle took 10 days to strip, paint, wrap, lacquer and rebuild.
The Manx R uses a 1,200cc, 72-degree V4 engine producing 206hp at 11,500rpm and 130Nm at 9,000rpm. The engine is paired with a six-speed gearbox and a wet, multi-plate slipper clutch.
The Manx R has already been patented in India, and Norton is expected to launch the motorcycle here in India soon. The V4-powered Manx R and Manx will be assembled at Norton’s Solihull facility, with significant component supply from India.
McLaren has revealed the McL 6GT concept at the 2026 Monterey Car Week. Inspired by Bruce McLaren’s unfinished M6GT road car project from the late 1960s, it previews a production model due in 2028 and becomes the first McLaren since the F1 to feature a manual transmission.
First manual McLaren since the F1 launched in 1992
Inspired by Bruce McLaren’s original M6GT road car
Production version confirmed for launch in 2028
McLaren McL 6GT exterior
The McL 6GT takes inspiration from the original M6GT, the road-going version of the M6A Can-Am race car that Bruce McLaren had intended to build before the project was abandoned. The concept combines classic proportions with a contemporary design, featuring a low nose, wide stance, clean surfacing and a Kammback-style rear. McLaren says the car has been developed to honour the original M6GT while previewing a future low-volume production model.
The concept is built around a carbon-fibre monocoque with carbon-fibre body panels. Other design details include a new “Racing Loop” tail-light signature, Bruce McLaren’s signature on the engine cover and the historic Speedy Kiwi emblem engraved into the fuel filler cap.
McLaren McL 6GT interior
The cabin combines modern technology with design cues inspired by the original M6GT. It features a digital instrument display, machined aluminium controls, exposed carbon-fibre trim and upholstery patterned after the quilted seats of Bruce McLaren’s road car. Physical switchgear has been retained throughout, while the manual gear lever incorporates a three-dimensional Speedy Kiwi emblem. McLaren says the interior has been designed to prioritise driver engagement while maintaining the simplicity of the original M6GT.
McLaren McL 6GT powertrain
Power comes from a rear-mounted V8 petrol engine paired with a manual transmission, driving the rear wheels. It is the first McLaren road car to offer a manual gearbox since the F1, which was introduced in 1992. The company has not disclosed engine output, displacement or performance figures.
McLaren says the McL 6GT has been engineered to deliver a more mechanical driving experience, with hydraulic steering, traditional controls and a manual gearshift forming the core of the driving experience.
McLaren McL 6GT production
McLaren has confirmed that the McL 6GT will enter production in 2028 as a low-volume model positioned outside the brand’s core product range. It joins the company’s growing line-up of limited-production models inspired by its history, although pricing and production numbers have not yet been announced.
Ferrari has unveiled the CZ26, a one-off supercar created through its Special Projects programme for a US client. Based on the SF90 Stradale, it gets bespoke exterior and interior design, revised aerodynamics and unique detailing while retaining the plug-in hybrid powertrain comprising a twin-turbo V8 and three electric motors.
One-off Special Projects model based on the SF90 Stradale
Bespoke bodywork inspired by 1970s Italian industrial design
Retains SF90’s plug-in hybrid powertrain
The CZ26 was designed by the Ferrari Design Studio under Flavio Manzoni as part of Ferrari’s Special Projects programme, where one-off projects typically take around two years to complete.
Ferrari CZ26: exterior design
Based on the SF90 Stradale, the CZ26 gets completely bespoke bodywork with a clean two-box silhouette, pronounced wheel arches and a truncated rear. Ferrari says the project was developed to give the car an immediately recognisable identity while retaining the SF90’s underlying architecture.
Up front, the CZ26 gets a full-width functional grille housing ultra-slim concealed lighting, brake cooling intakes and sensors. At the rear are cantilevered tail-lamps, a redesigned diffuser and titanium exhaust tips. The body is finished in an exclusive Argento Veloce silver paint with Rosso Lampante accents and exposed carbon-fibre elements. Ferrari says the styling draws inspiration from Italian industrial design of the 1970s, reinterpreted through a contemporary design language.
Ferrari has also reworked the aerodynamics. The cooling system, airflow management, underbody and vortex generators have all been redesigned, while an air-curtain system, a larger rear spoiler, a new diffuser and revised engine cover improve downforce, aerodynamic efficiency and engine cooling.
Ferrari CZ26: interior
The cabin receives a bespoke design to match the exterior theme. It features bespoke black technical fabric upholstery, additively manufactured seat inserts developed specifically for the CZ26, satin-finish carbon fibre trim and gloss carbon-fibre elements with metallic filaments. Rosso Lampante accents and body-coloured dashboard and door trim mirror the exterior finish, while an embroidered CZ26 logo highlights its one-off status.
Ferrari CZ26: powertrain and performance
Mechanically, the CZ26 remains unchanged from the SF90 Stradale. It is powered by a 4.0-litre twin-turbocharged V8 engine producing 797hp and 804Nm, paired with three electric motors that contribute a further 220hp. Combined system output stands at 1,000hp. The plug-in hybrid system uses a 7.9kWh battery offering an electric-only range of 25km and is paired with an 8-speed dual-clutch transmission. Ferrari claims a 0-100kph time of 2.5 seconds and a top speed of 328kph.
The CZ26 will make its public debut at Monterey Car Week in California. It joins Ferrari’s growing list of Special Projects one-offs, a programme that uses existing Ferrari models as the basis for bespoke customer commissions. Previous projects include the SP48 Unica, SP51, SP-8, KC23 and HC25. Ferrari has not disclosed the price of the CZ26.
Kia has a barrage of new products lined up for India over the next couple of years, which includes the likes of the Sorento, Seltos and Carnival hybrids and also the next-generation Sonet. However, despite the expansive lineup of products, there will still be a couple of key gaps in the carmaker’s portfolio in India.
Specifically speaking, given Kia’s price and positioning strategy, there exists a gap between the Syros and Seltos, and going forward, there will be a space to fill between the Seltos and Sorento as well. Our sources have indicated that Kia is looking to address these exact gaps with two additional models that could launch by 2028-29.
New Kia B-segment model: what to expect?
The new-gen Seltos (priced between Rs 10.99 lakh – Rs 21.82 lakh) has moved a notch up on the premium-ness ladder, leaving a sizeable space between itself and the Syros (priced between Rs 8.42 lakh – Rs 15 lakh). Kia is looking at a two-pronged strategy to tackle the midsize SUV segment, much like Hyundai will be doing with the Creta and upcoming Bayon-based SUV.
This upcoming B-segment model is expected to slot in the sweet spot between the Syros and the Seltos, likely measuring around 4.2 meters in length. It is not clear yet what exactly will be the body style of this upcoming model, but Kia could be leaning towards an SUV given the market’s preference. It can be expected to be powered by Kia’s existing petrol and diesel engines along with an electrified powertrain option as well.
New Kia C-segment model: what to expect?
When the Sorento arrives later this year, it is expected to be priced between Rs 30-35 lakh (ex-showroom), meaning there will be a sizeable gap created between the Seltos and Sorento. This is expected to be filled up by a new C-segment model that will be positioned against the likes of the Hyundai Alcazar and other three-row SUVs. This, too, is expected to come with a diverse range of powertrain options, including electrified ones.
While the B-segment model is all but confirmed, Kia is still understood to be studying the feasibility of the C-segment model, and is yet to take a final call on it.
Kia has previously confirmed that it plans to expand local portfolio to 10 models by 2030, and these two upcoming models will be a crucial part of the puzzle. In fact, sources say the carmaker is even mulling setting up another assembly line at its plant to address the production of these upcoming models. These models are expected to give Kia a much more complete lineup as it looks to solidify its place among the top five carmakers in India.
Lamborghini has unveiled the Revuelto Super Veloce (SV), a more extreme version of the Italian marque’s flagship series-production supercar. Only 1,963 units of the Revuelto SV will be built – a reference to Lamborghini’s founding year – and that too for the brand’s “most loyal customers and collectors.” Pricing has not been disclosed yet, but the SV is expected to command a significant premium over the vanilla Revuelto, which costs Rs 8.89 crore before options.
Lamborghini Revuelto SV powertrain and performance
Makes 50hp more than the standard Revuelto
The Revuelto SV carries forward the standard model’s 825hp 6.5-litre naturally aspirated V12 (which revs to a wailing 9,500rpm), 7.3kWh battery pack, and trio of electric motors, but the latter’s output has been uprated from 190hp to 299hp. Combined output for the Revuelto SV’s V12 PHEV powertrain stands at 1,065hp – up 50hp over the standard version. The 8-speed dual-clutch automatic gearbox and AWD layout remain unchanged.
0-100kph flashes by in a brisk 2.4 seconds (claimed) for the Revuelto SV, with 0-200kph taking just 6.7 seconds. The top speed, meanwhile, remains in excess of 345kph. A new sports exhaust system is part of the package, and thanks to weight savings, the Revuelto SV boasts a power-to-weight ratio of 602.4hp/tonne, which is up from the standard version’s 571.4hp/tonne. A new ‘Pilota’ drive mode has been introduced too, unlocking a custom motorsport-derived state of tune built around a bespoke five-stage traction control system that adapts to track conditions and tyre wear.
Enhanced suspension damping and braking system
On the dynamics front, Lamborghini has upgraded the Revuelto SV’s suspension with manually adjustable dampers derived from GT3 racing, which promise a 17 percent increase in agility and a 10 percent bump in lateral grip over the Revuelto. The SV also packs a revised braking control system and new CCM-R carbon-ceramic brake discs (420mm up front, 410mm at the rear), claiming an 11 percent higher peak deceleration, 23 percent better heat dissipation, and a 12 percent drop in brake disc temperatures.
Thanks to all of the aforementioned mechanical improvements, the Revuelto SV clocked a lap time of 1:41.6 around Hockenheimring, making it the second-fastest car to be officially timed at the German circuit.
Lamborghini Revuelto SV exterior updates
More menacing body kit
On the outside, the Revuelto SV looks much more aggressive than the standard version, courtesy of a new front diffuser with red accents, a revised rear diffuser, a massive rear wing, exclusive SV liveries and badging, contrast accents, and extensive use of carbon-fibre trim pieces. It also features a fresh set of lightweight centre-lock alloy wheels (20 inches front, 21 inches rear) shod in bespoke Bridgestone Potenza Race R tyres.
Lamborghini Revuelto SV interior updates
Bucket seats and new interior finishes
The Revuelto SV’s interior layout is largely unchanged from that of the standard version, but you do get new racing bucket seats, SV badging, and an expanded roster of upholsteries and colour options.
Mahindra has introduced the Scorpio Lifestyler pickup truck for the Indian market. It utilises the same ladder-frame architecture that underpins the Scorpio N, its three-row SUV stablemate. While the rugged UV maker is no stranger to making pickup trucks, the Scorpio Lifestyler, however, is its first shot at the lifestyle pickup truck segment, which is growing in popularity. In this article, we take a deep dive into the differences between the Scorpio Lifestyler and its three-row SUV counterpart.
Mahindra Scorpio Lifestyler vs Scorpio N: Exterior design
At the front end, the Scorpio N gets two-pod LED headlamps with scorpion tail-shaped LED DRLs positioned on the bumper, surrounding the fog lamps. It also gets a hexagonal grille with six vertical slats in chrome, a chrome strip at the top of the grille, a honeycomb pattern for the air intakes, and a faux silver skid plate.
The Scorpio Lifestyler, on the other hand, has slightly slimmer headlamps with L-shaped DRLs, a gloss black grille with Scorpio branding at the top, and segmented chrome slats with orange accents. It also gets a boxier design for its bumper, with a chequered section in the centre.
The biggest difference between the Scorpio Lifestyler and the Scorpio N is undoubtedly their body styles. In profile, the Scorpio Lifestyler comes with chunkier cladding for the wheel arches and lower sides of the doors. It also gets a different design for the dual-tone alloy wheels. A commonality between the two is functional roof rails. Although Mahindra has not revealed any specs as of yet, the Lifestyler can be expected to have a longer wheelbase than the Scorpio N to accommodate the rear load bed. Another important detail is that the glasshouse is quite different on both models, with the Lifestyler featuring a distinct upward kink for the rear windows.
At the rear, the Scorpio N gets vertically oriented LED tail-lamps, while the Scorpio Lifestyler gets smaller rectangular LED tail-lamps with C-shaped signatures. Moreover, while the Scorpio N has the Mahindra twin peaks logo along with Scorpio N branding, the Scorpio Lifestyler comes with large ‘Mahindra Lifestyler’ lettering on the tailgate. Lower down, it gets a rugged black bumper with square design elements, while the Scorpio N has a simpler bumper design.
Unlike the Mahindra Scorpio N, the Scorpio Lifestyler is available in different editions, namely Reef, Valley, and Trail. Depending on the edition chosen, you get slightly different liveries and unique accessories for its exterior, like a roof rack or snorkel.
Mahindra Scorpio Lifestyler vs Scorpio N: interior design
On the inside, the Scorpio Lifestyler receives a revised cabin layout over the Scorpio N. While the latter gets a horizontal infotainment screen and aircon vents, the former gets a larger vertical screen and aircon vents. The steering wheel of the Scorpio Lifestyler also sports a flat-bottom design with unique switchgear over the circular steering wheel in the Scorpio N. Both models come with a digital driver’s display, but the Scorpio N features a traditional instrument binnacle, while the Lifestyler does without it. While the Scorpio Lifestyler has a single pane sunroof, the Scorpio N gets a larger panoramic unit. Another difference is that the Scorpio N has a lot more physical switchgear than the Lifestyler and also a more premium interior with leatherette trim on the dashboard, while the latter gets a more rugged dashboard layout.
Mahindra Scorpio Lifestyler vs Scorpio N: Powertrains
Mahindra has not revealed detailed specifications of the Scorpio Lifestyler yet, but at the unveiling of the original Global Pik Up concept, the brand had indicated that powertrain options would be shared with the Scorpio N SUV. That means Mahindra’s venerable 2.0-litre turbo-petrol and 2.2-litre diesel engines can be expected to power the new Scorpio Lifestyler. Both engines are expected to come with a 6-speed manual and automatic gearbox, and it will also come with 4WD and shift-on-the-fly capability, along with drive modes for Normal, Grass-Gravel-Snow, Mud-Rut and Sand. Mahindra could, however, tune the engine differently for the pickup truck, so the final specs remain to be seen.
Mahindra has done a commendable job in differentiating the Scorpio Lifestyler from its SUV counterpart even though both models share their underpinnings. It’s not just different on the outside, but the interior, too, looks far more feature-rich and premium despite its rugged appeal. This will now be the third model in the Scorpio range, adding to the previous-gen Classic and the N SUV models.
The Mahindra Scorpio Lifestyler has marked a comeback for a pickup model under the Scorpio nameplate, after the Scorpio Getaway was discontinued in 2019. The Scorpio Lifestyler’s exterior design finds its roots in the 2023 Mahindra Global Pik Up concept, while the interior is inspired by the 2025 Vision T concept. In the production-spec version, the exterior and interior design have undergone noticeable changes. Here’s a detailed account of all the changes.
Mahindra Scorpio Lifestyler production vs concept: Exterior changes
Gets a boxier grille, but similar headlights and front bumper
At the front, the Mahindra Scorpio Lifestyler has similar LED headlights to the Global Pik Up concept, featuring L-shaped LED DRLs and projector lighting elements. The grille, however, is boxier on the production-spec model and has a ‘Scorpio’ badge. The front bumper features square elements for the air inlays and vertically stacked LED fog lamps. The tow hook is finished in a contrasting colour, similar to the Global Pik Up concept.
The doors look identical, but the alloys, wheel arches and side steps are different
Not much has changed on the production-spec Scorpio Lifestyler from the Global Pik Up concept. The door and truckbed design are identical. A closer look, however, reveals that the production model gets angular wheel arches, a new set of alloy wheels, simpler side steps and a slightly revised roll cage. A snorkel is offered as an accessory on the Scorpio Lifestyler.
Rear design is mostly similar, the only change being a new model-specific badge
At the rear, the embossed ‘Mahindra’ name on the tailgate has been retained, but the production-spec model also gets a ‘Lifestyler’ badge. The wraparound taillights get 3-shaped LED lighting elements compared to the C-shaped units in the concept. Look closely, and you will spot a rear camera housed near the tailgate handle, which was absent on the concept. The rear bumper, with a silver finish in the centre and some small square elements, is identical to both versions of the Mahindra pickup truck.
The Global Pik Up concept’s loading bay featured two spare wheels, which have been removed on the production-spec model.
Mahindra Scorpio Lifestyler production vs concept: Interior changes
Interior draws heavy inspiration from the 2025 Mahindra Vision T concept
At the 2023 unveiling, Mahindra did not showcase the Global Pik Up concept’s interior. Still, the Mahindra Scorpio Lifestyler’s dashboard is clearly inspired by the 2025 Vision T prototype. The Scorpio Lifestyler gets a larger portrait-oriented touchscreen infotainment system, beneath which is another screen for the dual-zone climate controls. However, the set of buttons underneath the AC control screen has rotary dials on the production model, while the concept features only toggle switches.
It features a smaller free-standing digital driver’s display, with the UI looking similar to that of the Vision T concept. The chunky 3-spoke steering wheel is also inspired by the Vision T concept, featuring the ‘Twin Peaks’ logo and a lot of physical buttons. Mahindra is yet to offer a full glimpse of the Scorpio Lifestyler’s seat design and other interior elements.
Mahindra Scorpio Lifestyler powertrain and other details
Expected to borrow the Scorpio N’s powertrain options
The Scorpio Lifestyler will share the ladder-frame chassis and mechanicals with the Scorpio N SUV. Currently, the Scorpio N gets a choice between a 2.0-litre direct-injection turbo-petrol engine and a 2.2-litre direct-injection turbo-diesel engine, both offered with either a 6-speed manual or a 6-speed automatic transmission. The Mahindra Scorpio Lifestyler is also expected to be offered with a four-wheel-drive (4WD) setup to justify its go-anywhere nature.
Mahindra will launch the Scorpio Lifestyler by March 2027 with a starting price lower than Rs 19.79 lakh (ex-showroom). At this price, it will be an affordable alternative to the Toyota Hilux and Isuzu V-Cross.
