Honda City vs Hyundai Verna – Exterior Design and Dimensions

The Honda City facelift carries forward its familiar and mature design language with subtle updates. The front fascia gets a revised grille and sharper detailing, giving it a slightly more premium and understated appeal. The overall silhouette remains unchanged, staying true to the City’s identity as a clean and elegant sedan.

On the other hand, the Hyundai Verna facelift takes a more aggressive and futuristic approach. With its bold front design, connected lighting elements, and sharper cuts, the Verna stands out more on the road. It appeals to buyers looking for a more attention grabbing design.

In terms of dimensions, both sedans are closely matched. The Honda City measures 4594 mm in length, 1748 mm in width, and 1489 mm in height, with a wheelbase of 2600 mm. The Hyundai Verna is slightly shorter at 4585 mm but wider at 1765 mm, and lower at 1475 mm, with a longer wheelbase of 2670 mm. This gives the Verna a slightly more planted stance and potentially better rear seat space.

Boot space is another important factor. The City offers 506 litres while the Verna edges ahead with 528 litres, making it one of the most spacious in the segment. Ground clearance figures are officially available for the Verna at 165 mm, while the City does not specify this figure.

Honda City vs Hyundai Verna – Interior Design and Features

Inside the cabin, the Honda City facelift largely retains its familiar layout but introduces key upgrades aimed at improving comfort and practicality. The highlight is the new 10.1 inch touchscreen infotainment system that now supports wireless Android Auto and Apple CarPlay. Another important addition is the 360 degree multi view camera.

The inclusion of ventilated front seats is a first for the City and adds to overall comfort, especially in Indian conditions. The cabin continues to offer features such as an electric sunroof, USB charging ports for both front and rear passengers, and leatherette seats in higher variants. The overall experience remains practical and premium with these meaningful updates.

The Hyundai Verna takes a more technology focused approach inside the cabin. The biggest highlight is the new dual screen layout consisting of two 10.25 inch displays placed side by side, serving as the infotainment system and digital driver display. This setup gives the Verna a more modern and cockpit like feel.

Feature wise, the Verna continues to push boundaries in the segment. It offers a surround view monitor and a blind spot view monitor, both adding to safety and convenience. Other features include wireless smartphone charging, wireless Android Auto and Apple CarPlay, ventilated front seats, and an electric sunroof.

Hyundai has also enhanced comfort with additions such as a D cut steering wheel, leatherette upholstery, and electrically adjustable front seats. The driver seat gets eight way adjustment along with a memory function and welcome retract feature. The passenger seat offers four way adjustment and includes a walk in device for easier rear access. Rear passengers benefit from a sunshade and the smart trunk function adds to convenience.

Honda City vs Hyundai Verna – Engine Options and Specifications

In terms of powertrains, the Honda City facelift continues with its proven 1.5 litre naturally aspirated petrol engine producing 121 hp and 145 Nm of torque. It is paired with either a six speed manual or a CVT automatic transmission. Fuel efficiency stands at 17.77 kmpl for the manual and 17.97 kmpl for the CVT.

The highlight of the City lineup remains the strong hybrid variant. This setup combines a 1.5 litre petrol engine with dual electric motors to produce a combined output of around 126 hp. The efficiency figure of 27.26 kmpl makes it one of the most fuel efficient sedans currently on sale.

The Hyundai Verna facelift offers two petrol engine options. The first is a 1.5 litre naturally aspirated unit producing 115 PS and 144 Nm of torque, paired with either a six speed manual or a CVT transmission.

The second option is the more powerful 1.5 litre turbo GDI petrol engine that produces 160 PS and 253 Nm of torque. This engine can be paired with either a six speed manual or a seven speed dual clutch transmission. The Verna also offers paddle shifters, multiple drive modes including Normal, Eco and Sport, and idle stop and go technology to enhance efficiency and driving experience.

Honda City vs Hyundai Verna – Price and Variants

The Hyundai Verna facelift is offered in multiple variants including HX2, HX4, HX6, HX6 Plus, HX8 and HX10. Pricing starts at ₹10.98 lakh ex showroom for the base naturally aspirated manual variant. The naturally aspirated lineup with CVT goes up to ₹17.15 lakh. The turbo petrol manual variant is priced at ₹16.28 lakh, while the top end turbo petrol with the seven speed DCT reaches ₹18.25 lakh ex showroom.

The Honda City facelift is also available across multiple variants. Prices start at ₹11.99 lakh for the S trim. The V variant is priced at ₹13.29 lakh for manual and ₹14.29 lakh for automatic. The ZX variant comes in at ₹14.25 lakh for manual and ₹16.25 lakh for automatic. The top ZX Plus trim offers both petrol and hybrid options, priced at ₹16.14 lakh for manual petrol, ₹17.14 lakh for automatic petrol, and ₹20.99 lakh for the hybrid.

Honda City vs Hyundai Verna – Verdict

In this Honda City vs Hyundai Verna comparison, the Hyundai Verna comes out ahead as the more modern and feature rich sedan. Its dual screen setup feels better integrated, while the City’s touchscreen appears less seamless. The Verna also offers more features like rear sunshades and advanced seat functions, enhancing overall comfort and usability.

The Honda City still stands out with its hybrid engine, offering excellent fuel efficiency and smooth performance. However, as an overall package, the Verna’s design, features and tech give it the edge, making it the better value choice for most buyers in 2026.

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There was a time in India when owning a sedan meant you had arrived. It was not just about getting from one place to another. It was about what that car said about you. It spoke of growth, stability and a certain sense of having made it in life. For many families, the sedan was the first big upgrade. The step up from a small hatchback into something that felt complete.

Growing up in the early 2000s, sedans had a presence that is hard to explain today. You would spot them outside homes of relatives who were doing well, outside offices, at weddings, at airports. They looked longer, more elegant and somehow more important. Cars like the Honda City, Maruti Suzuki Esteem and Baleno, Hyundai Accent and Ford Ikon were not just popular, they were aspirational.

There was also something deeply personal about them. Families took pride in their sedans. Sunday mornings meant cleaning the car, wiping every panel carefully, making sure it looked as good as new. Long drives felt more comfortable, more relaxed. The boot swallowed luggage with ease and the cabin had just enough space to make road trips enjoyable without feeling cramped.

As roads improved and incomes grew, the sedan became the perfect fit for the Indian buyer. It was practical, but also emotional. It offered comfort, a sense of style and just enough luxury to feel like a reward for years of hard work.

Then came the golden period. The late 2000s and early 2010s were when the sedan segment truly peaked. Every manufacturer wanted in. Not just with one car, but with an entire lineup. Entry level, mid size and flagship sedans became the norm. It was almost like a rite of passage for brands to prove themselves through their sedans.

Maruti Suzuki, known for its small cars, quietly built a strong sedan portfolio. The Swift Dzire brought the sedan dream within reach of first time buyers. It was simple, familiar and incredibly popular. The SX4 offered something different with its taller stance and spacious cabin. And at the very top sat the Kizashi, a car that felt far more premium than anything else the brand had on sale at the time. It was refined, understated and in many ways, ahead of what the market was ready for.

Skoda approached things with a focus on driving and build quality. The Superb stood tall as their flagship, even offering a V6 engine at one point. It felt like a proper luxury sedan without the typical luxury badge. The Laura and the Laura vRS became favourites among enthusiasts.

They were solid, planted and rewarding to drive. The Rapid brought that European feel to a wider audience, while the Octavia returned in its third generation to remind everyone why it had such a loyal following. The Octavia vRS, in particular, became a dream for those who loved performance.

Volkswagen had a similar layered approach. At the top was the Phaeton, a car that shared its underpinnings with the Bentley Flying Spur.

It was not about volumes, it was about making a statement. The Passat offered a balance of comfort and performance, while the Jetta brought a more driver focused feel. The Vento became a strong contender in the mid size segment, known for its clean design and solid build.

Hyundai played the game differently, focusing on features and value. The Sonata was their flagship, big and comfortable. The Elantra added style and practicality, while the Verna became one of the most popular mid size sedans in the country. Hyundai also saw the potential in the sub 4 metre rule early on, launching the Xcent, which made owning a sedan more affordable. Today, that space is carried forward by the Aura.

What really shows how big the sedan wave was is the fact that even Mahindra stepped into the segment. Known for its SUVs, Mahindra introduced the Verito, which was essentially a rebadged Renault Logan. It was simple and practical, and while it did not have the flair of its rivals, it had a certain honesty that appealed to buyers looking for reliability.

And then there was Honda, a brand whose entire identity in India was built around sedans.

There was a time when Honda showrooms were defined by three cars. The Accord, the Civic and the City. Each one represented a different stage in a buyer’s journey.

The Accord sat at the top. It was elegant, refined and carried a quiet confidence. It was the car you associated with success. The smooth petrol engine, the comfortable cabin and the overall experience made it feel special without being flashy.

The Civic brought a sense of excitement. It looked futuristic, almost ahead of its time. The low stance, the sleek design and that distinctive instrument cluster made it stand out instantly. It was the car that younger buyers aspired to own, something that felt both stylish and engaging to drive.

And then there was the City. The car that started as Honda’s entry point in India. It was practical, reliable and easy to live with, but it also had a character of its own. The way it drove, the responsiveness of the engine and the overall sense of quality made it a favourite across generations.

Back then, there was a clear progression. You started with the City, moved up to the Civic and eventually, if everything went well, to the Accord. It was not just about upgrading your car. It was about marking milestones in life.

But slowly, things began to change.

The shift was not sudden. It crept in quietly. The arrival of compact SUVs like the Ford EcoSport changed how people looked at cars. The higher seating position gave a better view of the road. Bad roads and speed breakers felt less intimidating. There was a sense of toughness, even if most owners never really took their cars off the beaten path. Buyers started leaning towards this new body style. Manufacturers noticed and responded quickly. More compact SUVs entered the market, followed by mid size SUVs. Every segment that once had strong sedan options was now filled with SUVs offering something that felt more suited to Indian conditions.

Ground clearance became a major talking point. The fear of scraping the bottom of a sedan over speed breakers or potholes began to influence buying decisions. Even if the concern was sometimes exaggerated, it was enough to push buyers towards SUVs. At the same time, design preferences began to change. SUVs looked bold and modern. They had a presence that appealed to a new generation of buyers who were more influenced by global trends. The sedan, with its lower stance and more subtle design, started to feel less exciting to the average buyer.

Practicality also played a role. While sedans had large boots, SUVs offered more flexibility with their seating and loading options. For many families, that versatility made a difference. As the market shifted, the impact on sedans became clear. Sales began to drop. Models were discontinued. Updates became less frequent. The excitement around new sedan launches slowly faded.

Honda’s lineup reflected this change perfectly. The Accord disappeared as demand for large sedans declined. The Civic tried to make a comeback, but the timing was not right. Buyers had already moved on. And just like that, the City went from being the entry level offering to becoming Honda’s flagship in India. It is a shift that says a lot about how much the market has evolved. And yet, despite all this, the sedan has not completely lost its place.

Cars like the Honda City, Hyundai Verna, Volkswagen Virtus and Skoda Slavia continue to exist, supported by buyers who still appreciate what they offer. There is a certain balance to a sedan that is hard to replicate. The way it drives, the stability at high speeds, the comfort over long distances. These are qualities that still matter to those who enjoy driving. More importantly, there is an emotional connection that refuses to fade.

For many of us, the sedan was our first dream car. The first big purchase that felt like a reward. The car that was part of family road trips, late night drives and important life moments. It was never just a machine. The decline of the sedan in India is not just about changing market trends. It is about changing aspirations. What people want from their cars today is different from what they wanted two decades ago.

But even today, when you see a well kept sedan on the road, there is a certain respect it commands. A quiet reminder of a time when these cars ruled the streets and defined what it meant to move forward in life. The roads today may be filled with SUVs, but the story of the sedan is far from over. It has simply moved into a different space. One where it is no longer the obvious choice, but a conscious one. And sometimes, the choices we make consciously are the ones that stay with us the longest.

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The model has already been on sale in international markets and now arrives in India as a premium offering with a focus on hybrid technology, safety and features.

Honda ZR-V – Exterior Design

The Honda ZR-V exterior design takes a restrained approach with clean surfaces and balanced proportions. The front end features a gloss black grille with vertical slats, flanked by slim LED headlamps with integrated daytime running lights. The bumper design remains simple with functional air inlets. It measures 4568 mm in length, 1840 mm in width, and 1620 mm in height, with a wheelbase of 2657 mm and ground clearance of 180 mm, giving it a strong road presence.

The side profile gets 18 inch alloy wheels and a long wheelbase, giving the SUV a planted stance. At the rear, the design is straightforward with LED tail lamps, a wide bumper and dual exhaust finishers. Overall, the design avoids heavy styling and focuses on proportion. The ZR-V comes with 4 exterior colour options: Twilight Mist Black Pearl, Meteoroid Gray Metallic, Platinum White Pearl and Crystal Black Pearl.

Honda ZR-V – Interior Design and Features

The Honda ZR-V’s interior is flanked by the dashboard and is equipped with a free standing 9-inch touchscreen and a fully digital 10.2 -inch instrument cluster. Materials include soft touch surfaces and black leather upholstery.

A 12 speaker JBL audio system is also part of the package. Other features include dual zone climate control, powered front seats with memory function for the driver seat and a powered tailgate with handsfree function. Cabin practicality includes multiple storage spaces and a boot capacity of up to 1313 litres with the rear seats folded in 60:40 split. The car is also equipped with a frameless auto-dimming IRVM.

Honda ZR-V – Powertrain

The Honda ZR-V powertrain uses a 2.0 litre petrol hybrid system paired with a dual motor setup and e CVT transmission. The combined output stands at 184 PS and 315 Nm. The system can operate in electric, hybrid and engine modes depending on conditions. Drive modes include normal, sport and eco. Claimed fuel efficiency is 22.79 kmpl. The SUV also gets three drive modes, “Sport, Econ and Normal”.

Honda ZR-V – Safety Features

The Honda ZR-V safety package includes a comprehensive set of features. It comes equipped with eight airbags, covering front, side, curtain and knee protection. ISOFIX child seat mounts are provided for rear passengers. The SUV also gets Honda Sensing ADAS suite, which includes features such as adaptive cruise control, lane keeping assist, collision mitigation braking and auto high beam. Additional systems like a 360 degree camera, vehicle stability assist and hill start assist are also part of the package.

Honda ZR-V – Delivery and Booking Details

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Honda City Facelift – Exterior Design

The exterior design of the City facelift sees a noticeable refresh, especially at the front. It now features a sharper fascia with a new grille design that integrates a sleek light bar, giving it a more modern identity. The new blade style LED headlamps with bi LED projectors add to the premium look, while the redesigned bumper enhances its sporty stance.

At the rear, the City facelift gets updated Z shaped LED tail lamps with a clear lens finish and a revised bumper with a matrix mesh pattern. A subtle trunk lip spoiler further adds to the sporty appeal. The new dual tone 16 inch diamond cut alloy wheels and the addition of a fresh crystal black pearl shade complete the exterior updates of the Honda City facelift.

Honda City Facelift – Interior Design and Features

On the inside, the Honda City facelift largely retains its familiar layout but adds key upgrades that aim to improve and comfort and practicality. The highlight is the larger 10.1 inch touchscreen infotainment system that supports wireless Android Auto and Apple CarPlay. Another major addition is the 360 degree multi-view camera.

The inclusion of ventilated front seats makes the City facelift is the first for the City. Overall, the cabin of the Honda City facelift continues to offer a practical and premium experience with these meaningful upgrades. Other features that continue to be present on the city are the electric sunroof, USB charging in the front and rear, leatherette seats in the top variants.

Honda City Facelift – Powertrain Options 

In terms of powertrain, the City facelift continues with its proven 1.5 litre naturally aspirated petrol engine that produces 121 hp and 145 Nm of torque, paired with either a 6 speed manual or a CVT automatic. Fuel efficiency stands at 17.77 kmpl for the manual and 17.97 kmpl for the CVT. The strong highlight remains the hybrid version, which combines a 1.5 litre petrol engine with dual electric motors to deliver a combined output of around 126 hp and excellent efficiency of 27.26 kmpl.

Honda City Facelift – Safety Features

Safety continues to be a strong focus in the City facelift, especially with the inclusion of Honda Sensing on higher variants. This suite of advanced driver assistance systems includes features like collision mitigation braking, adaptive cruise control with low speed follow, lane keep assist, lane departure warning, road departure mitigation, lead car departure notification and automatic high beam assist. The City is also equipped with 6 airbags standard from the base variant.

Honda City Facelift – Price and Variants

The Honda City facelift is available in multiple variants starting from the S trim at Rs 11.99 lakh. The V variant is priced at Rs 13.29 lakh for manual and Rs 14.29 lakh for automatic. The ZX variant comes in at Rs 14.25 lakh for manual and Rs 16.25 lakh for automatic. The top ZX Plus trim offers both petrol and hybrid options, priced at Rs 16.14 lakh for manual petrol, Rs 17.14 lakh for automatic petrol and Rs 20.99 lakh for the hybrid. The Honda City facelift is now available across dealerships with deliveries beginning today.

Honda City Facelift – Market Positioning and Rivals 

From a market positioning perspective, the City facelift continues to sit in the premium midsize sedan space. It rivals cars like the Hyundai Verna, Volkswagen Virtus and Skoda Slavia. With the addition of hybrid technology and ADAS features, the Honda City positions itself as a more tech forward and efficiency focused alternative in the segment.

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Most recently, Mercedes Benz also launched the CLA electric in India last month, expanding its electric portfolio further. Prices for the GLE and GLS Night Edition start at Rs 1.05 crore and Rs 1.41 crore respectively, ex showroom.

Mercedes-Benz GLE and GLS Night Edition – Exterior Design

The GLE and GLS Night Edition stand out with their black themed exterior treatment that gives both SUVs a sharper and more aggressive presence. Key design elements such as the grille, alloy wheels and trim pieces feature a darkened finish, setting them apart from the standard versions.

These models are offered in two colour options, Obsidian Black and Alpine Grey. The Alpine Grey shade is exclusive to the Night Edition, further enhancing its appeal. The SUVs are offered with the “AMG Line” styling kit, which inlcude AMG line bumpers and alloy wheels.

Mercedes-Benz GLE and GLS Night Edition – Interior Design and Features

Inside, the GLE and GLS Night Edition receive notable upgrades aimed at improving cabin ambience. Both SUVs feature black Nappa leather upholstery along with Anthracite open pore oak wooden trim, giving the interior a more premium and cohesive look.

A Head Up Display is now standard on both models, improving driver convenience. The GLE Night Edition also gets air suspension, where the GLE 300d now receives air suspension, while the GLE 450 has always been equipped with air suspesnion. In comparison, the standard non Night Edition GLE 300d continues with a conventional coil suspension setup. This addition aims to improve ride comfort and add to the overall refinement.

Apart from these updates, the overall layout remains unchanged with dual 12.3 inch touchscreen and  digital display, electric seats in 1st and 2nd row, Burmester speaker system, panoramic sunroof, front heated and ventilated seats and more. The Night Edition focuses on improving the experience rather than altering the design.

Mercedes-Benz GLE and GLS Night Edition – Powertrain Options

The GLE and GLS Night Edition continue with the existing range of petrol and diesel engines. The GLE is available with a 300d diesel and a 450 petrol engine, while the GLS is offered with 450 petrol and 450d diesel variants.

All versions come paired with a 9 speed automatic transmission and the brand’s 4MATIC all wheel drive system. The GLE 300d produces 265 hp and 550 Nm, while the GLE 450 delivers 375 hp along with 500 Nm of torque. On the GLS, the 450 petrol produces 375 hp and 500 Nm, while the 450d diesel generates 362 hp and 750 Nm of torque.

Mercedes-Benz GLE and GLS Night Edition – Price

The GLE Night Edition is priced at Rs 1.05 crore for the 300d variant and Rs 1.14 crore for the 450 variant, ex showroom. The GLS Night Edition is priced at Rs 1.41 crore for the 450 petrol and Rs 1.43 crore for the 450d diesel, ex showroom.

“Continuous product innovation for customers through new products, their facelifts, and exclusive editions has been core to Mercedes-Benz’s successful product strategy in India; consistently elevating the brand’s desirability. GLE and GLS are undisputed segment leaders in the luxury SUV category in India, elevating India into MercedesBenz’s top global markets for these SUVs.

The introduction of the ‘Night Edition’ with bespoke design, curated interiors, exclusive appointments and a sharper focus on personalization, makes the SUVs highly exclusive and unmatched in appeal. As our discerning customers increasingly seek vehicles that reflect their individuality, the GLE and GLS ‘Night Edition’ sets a new standard in differentiated luxury, reinforcing Mercedes-Benz’s leadership in top-end luxury SUV space.” said Mr. Santosh Iyer, Managing Director & CEO, Mercedes-Benz India

Mercedes-Benz GLE and GLS Night Edition – Market Positioning and Rivals

The GLE and GLS Night Edition are positioned as limited run variants that add exclusivity to already established models. The GLE competes in the mid size luxury SUV segment with rivals such as the BMW X5, Audi Q7 and Volvo XC90.

The GLS sits at the top end of the luxury SUV space and rivals the BMW X7 and Range Rover Sport. The Night Edition does not alter the mechanical package but enhances the visual appeal and feature list, targeting buyers who want something more distinctive than the standard variants.

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Honda ZR-V – Expected Exterior Design

The Honda ZR-V carries a premium and mature design language in line with global Honda models. It measures 4568 mm in length, 1840 mm in width, and 1620 mm in height, with a wheelbase of 2657 mm and ground clearance of 180 mm, giving it a strong road presence.

Up front, the SUV features a bold grille with vertical slats finished in piano black, flanked by sleek LED headlamps and integrated DRLs. The absence of fog lamps keeps the design clean and minimal. From the side, the ZR V gets a slightly coupe inspired silhouette rather than a completely upright SUV stance, adding a sporty touch. The global model comes with 18 inch diamond cut alloy wheels, though final India specifications will only be confirmed at launch.

Honda ZR-V – Expected Interior Design and Features

Inside, the ZR-V offers a premium cabin finished in leather with contrast stitching and chrome accents. The steering wheel is leather wrapped, and the overall layout is expected to follow Honda’s clean and user friendly approach.

Feature highlights, based on the global spec model, include a 9 inch touchscreen infotainment system with Apple CarPlay and Android Auto, a 12 speaker Bose sound system, a digital driver display, and a heads up display. Other expected features include a panoramic sunroof, wireless charger, power tailgate with hands free function, and Honda Connect with navigation.

The SUV also offers heated front and rear seats, electrically adjustable front seats with memory for the driver, dual zone climate control, ambient lighting, and multiple USB C charging ports for both front and rear passengers. Boot space stands at 380 litres, expandable to 1301 litres with the rear seats folded.

Honda ZR-V – Expected Safety Features

On the safety front, the ZR-V is expected to come well equipped with seven airbags and Honda Sensing, which is the brand’s suite of ADAS features. This includes adaptive cruise control, lane keep assist, lane departure warning, collision mitigation braking system, and road departure mitigation.

Additional safety and convenience features include an electronic parking brake with auto hold, auto dimming rearview mirror, rain sensing wipers, heated and auto tilting ORVMs, and a rearview camera.

Honda ZR-V – Expected Powertrain

The Honda ZR-V is expected to be powered by a 2 litre naturally aspirated petrol engine paired with a strong hybrid system. Combined output is likely to be around 184 horsepower and 315 Nm of torque, mated to an e CVT transmission.

The SUV is also expected to offer 4 drive modes including economy, normal, snow, and sport, allowing drivers to tailor performance based on driving conditions. These specifications are based on the global model and will be confirmed for India at launch.

Honda ZR-V – Market Positioning and Rivals

As a CBU offering, the Honda ZR-V is expected to be priced between 45 lakh and 50 lakh rupees ex showroom. This places it in the premium SUV segment where it will compete with models like the Skoda Kodiaq and Volkswagen Tiguan R-Line. While it may not have a direct rival in terms of its hybrid powertrain positioning, the ZR V aims to attract buyers looking for a refined hybrid SUV with premium features and strong brand value.

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This also marks Tata Motors’ third launch of the year, following the introduction of the ICE Punch facelift first, and the Punch EV facelift as the second launch earlier in 2026.

Tata Tiago Facelift – Exterior Design Updates

The Tata Tiago facelift brings a noticeable refresh to the exterior design while retaining the familiar silhouette of the outgoing model. The biggest changes are concentrated at the front, where the hatchback now gets a completely redesigned fascia inspired by Tata’s latest design language. A sharper grille, sleeker headlamps, and a more sculpted bumper give the car a modern and aggressive stance.

At the rear, the highlight is the addition of a connected tail-lamp setup, a trend increasingly seen across Tata’s newer models. This gives the Tiago a more premium and contemporary look, aligning it with the brand’s evolving design language. On the sides, changes are minimal, with subtle updates such as revised wheel cladding and minor cosmetic tweaks. Overall, the proportions and stance remain largely unchanged, ensuring the Tiago retains its compact city-friendly appeal.

Tata Tiago Facelift – EV Design Differentiation

The electric version of the Tata Tiago facelift, likely to continue as the Tiago.ev , adopts a slightly differentiated design approach. The most prominent change is the closed-off grille at the front, which replaces the conventional grille seen on the ICE version. This element is finished in body colour, distinguishing it visually from its petrol counterpart.

The rear design mirrors the ICE version with the same connected tail-lamp treatment, maintaining consistency across the lineup. These subtle differences help the EV stand out while still preserving the Tiago’s core design.

Tata Tiago Facelift – Interior and Features

While the interiors of the Tata Tiago facelift have not been fully revealed yet, expectations suggest that Tata will carry forward most of the existing features while adding incremental upgrades. The current model already offers a 10.25-inch touchscreen infotainment system, which is likely to continue, along with wireless Apple CarPlay and Android Auto.

Other expected features include automatic climate control, cruise control, TPMS, and rear parking sensors. One of the most interesting highlights spotted in the unveiling video is the possible inclusion of a 360-degree camera, which, if confirmed, would be a segment-first feature. This addition could significantly enhance the Tiago’s appeal.

Tata Tiago Facelift – Powertrain Options

The Tata Tiago facelift is expected to retain its existing powertrain lineup. The ICE version will continue with the 1.2-litre naturally aspirated petrol engine, paired with either a 5-speed manual or a 5-speed AMT gearbox. Additionally, Tata is likely to continue offering a CNG variant with both manual and AMT gearbox options.

On the electric front, the Tiago EV will carry forward its dual battery pack options. These include a 19.2 kWh medium-range battery and a 24 kWh long-range battery, offering a claimed range of 225 km and 290 km respectively.

Tata Tiago Facelift – Safety and Market Positioning

Safety has been a key strength of the Tiago, and the Tata Tiago facelift is expected to build on this reputation. The current model holds a four-star safety rating from Global NCAP, and with no major structural changes expected, the updated version could maintain similar standards. Features such as six airbags, ABS, and other mandated safety systems will likely be standard.

In terms of market positioning, the Tiago continues to compete with rivals like the Maruti Suzuki Swift, and Hyundai Grand i10 Nios. The EV version, meanwhile, remains one of the most affordable electric cars in India and will go up against similarly priced EVs like the MG Comet and Citroen eC3. With expected pricing to see a slight increase over the current range, the facelift aims to justify the premium through added features and updated styling.

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Mini Cooper S GP Inspired Edition – Exterior design

The Mini Cooper S GP Inspired Edition is finished in a Legend Grey paint scheme, contrasted by a Chili Red roof and mirror caps. The exterior also features GP-inspired graphics and racetrack-style stripes, along with “1 of 30” badging on the C-pillar to denote its exclusivity.

At the front, the hatchback gets a John Cooper Works (JCW)-spec bumper and grille with JCW badging. The side profile includes JCW-branded elements, while the red and grey graphic theme continues along the body. The model also rides on 18-inch JCW black alloy wheels with red centre caps and gets a JCW-inspired roof-mounted rear spoiler. The LED headlamps come with configurable DRL signatures.

Mini Cooper S GP Inspired Edition – Interior Design and Features

Inside, the cabin follows an all-black theme with red accents to match the exterior highlights. The seats are finished in a combination of black leather and fabric, including the use of recycled materials.

The feature list includes a 9.4-inch infotainment system with Apple CarPlay and Android Auto, a panoramic glass roof, a Harman Kardon sound system, a head-up display, and a powered driver’s seat with memory function. Additional features include a heated steering wheel, wireless phone charging, connected car technology, ambient lighting, and over-the-air updates. Safety features include Level 1 ADAS, a rearview camera, and stability control.

Mini Cooper S GP Inspired Edition – Powertrain

The Mini Cooper S GP Inspired Edition continues to be powered by the 2.0-litre turbo-petrol engine from the Cooper S lineup. The engine produces 204hp and 300Nm of torque and is paired with a 7-speed dual-clutch transmission, sending power to the front wheels. Mini claims a 0–100 km/h acceleration time of 6.6 seconds, with a top speed of 242 km/h.

Mini Cooper S GP Inspired Edition – Market Positioning and Rivals

In terms of positioning, the MINI Cooper S GP Inspired Edition sits in a niche space within the premium hot hatch segment. Despite its ₹58.9 lakh (ex-showroom) price tag and limited run of just 30 units, it does not have any direct rivals in the Indian market, largely due to its exclusivity and three-door body style.

However, when viewed in the broader performance hatchback segment, it can be compared with models such as the Volkswagen Golf GTI and the Mercedes-AMG A45 S, both of which are more performance-focused and offered in five-door configurations.

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Skoda Epiq – Exterior Design

The Epiq adopts Skoda’s new “Modern Solid” design philosophy. At the front, the SUV features a closed-off grille finished in gloss black, replacing traditional cooling elements typical of ICE vehicles. Instead of the conventional Skoda badge, the brand name is spelled out across the front fascia. The lighting setup includes slim LED DRLs positioned above the main headlamp units, which sit lower on the bumper and are connected by a piano-black strip.

The front bumper appears aggressive with a segmented skid plate, reinforcing its SUV character. Along the sides, the Epiq maintains a strong stance with roof rails, a shark-fin antenna, and a rear spoiler. Protective body cladding runs across the wheel arches and doors.

At the rear, the design mirrors the front’s minimalism with Skoda lettering replacing the logo. T-shaped LED tail lamps and a continuation of the skid plate theme complete the look. The SUV also features aero-optimized alloy wheels and boasts a drag coefficient of 0.275, contributing to the efficiency.

Skoda Epiq – Interior Design and Features

Inside, the Skoda Epiq follows a minimalist yet functional design approach. The dashboard is dominated by a freestanding 13-inch touchscreen infotainment system, complemented by a compact 5-inch digital driver display.

Skoda retains physical buttons for essential controls, ensuring ease of use a key differentiator in an increasingly touchscreen-heavy segment. The three-spoke steering wheel features knurled switches for tactile feedback and carries the new Skoda lettering instead of the logo. Interior feature highlights include, ambient lighting, heated seats, sunroof, 10 speaker Canton sound system, wireless phone charging and dual zone climate control.

The cabin integrates sustainable materials, with over 34 kg of recycled components used in its construction. Practicality remains a highlight, thanks to Skoda’s “Simply Clever” features such as an umbrella holder, dedicated charging cable storage, bag hooks, and smart cup holders. In terms of space, the Epiq offers a 475-litre boot and an additional 25-litre front storage compartment (frunk). USB-C ports with up to 60W output further enhance everyday usability.

Skoda Epiq – Battery Pack, Range and Charging

The Skoda Epiq will be offered with two battery pack options: 38.5 kWh and 55 kWh. These are paired with three powertrain variants: Epiq 35 with 116 hp, Epiq 40 with 135 hp and Epiq 55 with 211 hp.  All variants are front-wheel drive. The claimed range spans from approximately 310 km for the base model to around 440 km for the top-spec version.

Charging performance is another strong point. The Epiq supports DC fast charging, enabling a 10–80% charge in just 24 minutes. An 11 kW AC charger is standard, and the SUV also supports bidirectional charging, depending on infrastructure availability.

Skoda Epiq – Safety Features 

Skoda has equipped the Epiq with a comprehensive safety suite. Standard features include:Front Assist, Lane Assist, Side Assist, Traffic Sign Recognition and Seven airbags, including a centre airbag. Optional features include Travel Assist 3.0, which enhances driver assistance capabilities for semi-autonomous driving.

Skoda Epiq – Market Positioning and Rivals

While Skoda has not confirmed plans for the Indian market, the Epiq is primarily aimed at Europe, where compact electric SUVs are gaining traction. Additionally, Skoda plans to introduce a limited “First Edition” variant post-launch, offering top-spec features bundled into a single trim.

Globally, it is expected to compete with models like the Kia EV2, Volkswagen ID. Cross, and MG ZS EV. If introduced in India, it could rival emerging EVs such as the Hyundai Creta Electric, Tata Harrier EV and Mahindra BE 6.

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From building a ecosystem focusing on customer trust in the early years, he also talks about how Samarth plans to position itself in a still maturing EV motorcycle market and what customers can expect from the brand going forward.

Tell us a little about Samarth and the journey so far. What inspired you to start the company and what opportunity did you see in the EV space?

So, Samarth E Mobility started almost three years ago in July 2023. At that time most companies were focused on assembly, but we decided not to follow that route and instead build all components ourselves before launching the product. This gave us full control over components, technology, and after sales service.

With this approach, we began by setting up our R&D center. Today we have around 105 people working purely in R&D, and over the last three years we have developed the motor, motor controller, battery pack, BMS, charger, DC DC, display, and even our own operating system. Using all these components, we have built a high-speed electric motorcycle, which is currently under testing and will be launched soon.

A lot of EV startups in India are choosing to source components and focus on assembly. Why did you decide to build a full stack EV platform in house and what kind of trade-offs did that involve in terms of cost, time and complexity?

So when we started the company, we had two options. One was to import components, assemble them, and start selling immediately to generate revenue from day one. But based on our business experience over the last 12 years, we believe that to survive, sustain, and capture the market, the foundation has to be strong.

We decided not to follow the assembly route. Otherwise, we would have been just another company among many doing the same thing. Instead, we focused on building our own technology, because the Indian market, road conditions, and riding behaviour are very different from other countries.

You cannot simply import technology and expect it to perform here. For long term success, the product has to be built for Indian conditions, including roads, climate, and riding patterns. So we studied how people ride, understood their pain points, and developed our entire stack with the Indian customer at the center.

India is a very diverse market with climate, terrain and usage patterns varying massively from region to region. How has your product been developed to handle everything from extreme heat to varied road conditions across the country?

To handle this diverse situation, we developed our own BMS and PCM systems. If you look at India, conditions vary widely. In the North, places like Kashmir experience sub-zero temperatures in winter, while regions like Gujarat and Maharashtra see temperatures above 45 degrees in summer. In the South, the climate is very humid.

So the vehicle must be able to perform across all these environments. We designed a smart BMS that continuously monitors temperature, surroundings, and operating conditions, and accordingly manages power and efficiency for the battery pack and the vehicle.

During testing, we validated the battery pack across a range from plus 50 degrees to minus 10 degrees to ensure it performs reliably. Based on these results, we developed and refined our technology.

Specifically on the battery and BMS side, what were the key challenges in making a system that is reliable for pan India usage and how have you addressed concerns like thermal management and long-term durability?

When developing the BMS and other components, the biggest challenge in an EV is heat management. Better heat control leads to improved performance over time and reduces service and repair issues. So our primary focus while designing the BMS was on effective thermal management. The second key aspect was power, as motorcycles demand strong torque and throttle response, which must be sustained across different temperatures and conditions.

At the same time, the BMS also plays a critical role in maintaining battery health. Our system continuously monitors cell temperature and voltage, balances the cells, and adjusts based on operating conditions. This helps improve battery life and ensures smooth and reliable performance.

You are targeting the premium electric motorcycle segment. Do you think India is truly ready for that space considering most EV adoption so far has been in scooters rather than motorcycles?

If I answer briefly, yes, EV motorcycles will see strong penetration, but it will happen gradually, not overnight. We have already seen this with scooters, where adoption has grown steadily over the past five years and now accounts for nearly 20 percent of the segment.

However, motorcycles are a very different space. Unlike scooters, they are often an emotional choice, with higher expectations around design, power, acceleration, top speed, and range. To succeed in this segment, EV motorcycles must meet all these demands. If we can achieve that, there is clear demand in the market, and we are working towards delivering a product that aligns with these expectations.

What is the plan when it comes to selling the product. Are you going direct to consumer, building a dealership network or exploring a hybrid approach?

We are now moving from the industry stage to production, and our go to market strategy is to build a strong dealer network rather than selling directly to customers. We are currently setting up dealers across different cities, starting with a few to test the market and streamline our supply chain and service operations.

Our approach is clear. Before selling even a single motorcycle in any city, we will establish a service center and ensure a smooth supply chain so we can support customers within 24 hours. Only once this foundation is in place will we begin sales in that market.

Can you share which cities are being considered for the first phase of Samarth dealerships?

We are planning to start our dealership network from the western part of India because we are based in Gujarat also so we can easily adapt and easily smoothen our supply chain and service network and then start adding different states after six months.

What kind of manufacturing scale are you targeting in the initial phase and how do you see that ramping up over the next few years?

For the first one to two years, our focus is not on volumes. Our priority is to build trust with customers, establish a strong brand, and deliver reliable service. Once we have built that foundation, we will then shift our focus towards scaling volumes.

On the demand side what are your realistic sales targets once the product hits the market?

The EV motorcycle segment is currently a niche market with limited volumes. However, we believe that within the next two years, we can establish ourselves as a market leader, becoming a preferred choice when customers consider buying an EV motorcycle.

Can you give us a ballpark idea of where this motorcycle will be priced?

The Indian market is highly price sensitive, and we have kept this in mind from day one while developing our components and vehicle. Our focus is to ensure competitive pricing to gain a meaningful share in the motorcycle segment. We are targeting the 125 cc to 200 cc category and aim to price our EV motorcycle in line with existing vehicles in this segment, so customers can adopt EVs without paying a significant premium.

Like you mentioned you all are targeting the 125 cc and the 250 cc segment so today in the market who do you see as the biggest rivals or both in terms of maybe ICE as well as EVs who are the biggest rivals that Samarth sees today as a brand and as a product?

The motorcycle segment is extremely diverse, spanning from under 100 cc to over 250 cc, with each category already dominated by established players. In contrast, the EV motorcycle segment is still in a very early stage of development and far from mature.

At this stage, the priority is to grow the segment and bring more customers into EV motorcycles. The market is currently small, so we do not see any significant competitive threat. As the segment expands and matures, competition will naturally increase, but for now the focus remains on building the category rather than competing within it.

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