Since the very dawn of the automobile, cars have stood for far more than mere mobility. They have symbolised progress, ambition, and the relentless pursuit of something greater. And few manufacturers have embodied this spirit as consistently as Mercedes-Benz, the inventors of the automobile itself. With the S-Class, they have not just built cars, they have set benchmarks.

The S-Class has always carried an unmistakable sense of authority. It arrives with presence, commands attention without asking for it, and wraps its occupants in a level of refinement that feels almost otherworldly. Yet beneath the polished chrome, the acres of leather, and the quiet luxury lies something more intriguing. There is a subtle edge, an understated dominance. Especially when finished in black or silver.

Over the decades, the S-Class has evolved not just as a product, but as a statement. It has been the car that defines what the rest of the industry eventually follows. Whether you are in engineering, marketing, or even just an enthusiast, you know what an S-Class is, and more importantly, why it matters.

Today, we look back at this remarkable journey. From its earliest origins to the latest generation launched in India, this is the story of how the S-Class became what Mercedes-Benz proudly calls ‘the best car in the world.’”

The S-Class before the S-Class

The S-Class name may have arrived in 1972, but its story began much earlier. In 1951, Mercedes Benz introduced the W187, better known as the 220. It brought back the inline six engine after the war and used an overhead camshaft drawn from the brand’s racing experience. Power was modest, but it set the foundation for the refinement that would define generations to come.

By the mid 1950s came the Ponton cars, including the W180 and its siblings. These models marked a major shift to a unibody construction, moving away from the older body on frame setup. The 2.2 litre engine continued, gaining fuel injection by 1958 and becoming more advanced with time.

In 1959, the W111 and W112 arrived, known as the Fintail models. While the design stood out, the real focus was safety. These cars introduced crumple zones, along with features like padded steering wheels, disc brakes and air suspension. It was here that the blueprint of the S Class truly began to take shape.

1972–1980: W116 S-Class, The First Official S-Class

In 1972, Mercedes Benz introduced the W116, the first model to officially wear the S-Class badge. The name itself came from the German term Sonderklasse, which translates to special class, a fitting description for what this car represented.

The W116 brought independent suspension on all four wheels and disc brakes as standard, setting new benchmarks for ride and control. But the real story was safety. This generation introduced crumple zones, extensive interior padding, improved visibility systems, and better occupant protection overall. It was among the first cars to offer ABS, and an airbag system.

Under the hood, the range included inline six and V8 engines, with the 450 models leading the lineup. Despite the oil crisis, Mercedes pushed ahead with the iconic 450 SEL 6.9, a powerful flagship that combined performance with advanced suspension.

The W116 was also the first mass produced car to offer a turbo diesel, expanding its appeal globally. In 1974, the 450 SE was named European Car of the Year, reinforcing its impact.

More than just a luxury sedan, the W116 defined what the S Class would stand for. Technology, safety, and presence.

1979–1991: W126 S-Class, Sacco’s Legacy

Designed under the leadership of Mercedes Benz design head Bruno Sacco, the W126 arrived in 1979, replacing the W116 and taking the S Class formula to a whole new level. If the previous generation established safety, this one refined everything around it. The design was cleaner and more aerodynamic, while engineering improvements focused on efficiency and long distance comfort.

Inside, the W126 felt more advanced than ever. Features like improved climate control, heated seats, and better cabin lighting elevated the experience. But it was safety where it truly stood out. The W126 introduced a driver airbag in 1980, followed by a passenger airbag later in the decade, along with seat belt pretensioners and traction control. At the time, very few cars offered anything close.

Engine options ranged from inline six units to V8s, with the larger motors delivering the effortless performance expected of an S Class. The iconic SEC coupe also made a return, adding a more personal and stylish take on the flagship sedan.

A mid cycle update in the mid 1980s brought subtle design changes and improved engines, keeping the W126 fresh through its long production run.

By the time it went out of production in 1991, the W126 had firmly established itself as the definitive S Class. Refined, advanced, and built to lead.

1991–1998: W140 S-Class, Engineering at its Peak

In 1991, the W140 replaced the highly successful W126, marking one of the most ambitious chapters in S Class history. This was a car developed without compromise. It was larger, heavier, and significantly more complex, offered in two wheelbase options along with a dedicated coupe.

Everything about the W140 was over engineered. It introduced double glazed windows for improved insulation, soft closing doors and boot, and electric windows with jam protection. Even the heating system was designed to continue supplying warm air after the engine was switched off using residual heat. In the United States, it also featured retractable rear parking markers that extended when reversing to help judge the car’s size.

Under the skin, the W140 pushed boundaries further. Mercedes delayed its launch to develop a new V12 engine, responding to competition at the time. This resulted in a completely reworked engine bay and upgraded braking systems to handle the added performance.

Despite its engineering brilliance, the W140 faced challenges. Its high development costs made it significantly more expensive than its predecessor, and global economic conditions at the time affected demand. At the same time, new luxury rivals from Japan entered the market with aggressive pricing, shifting buyer expectations.

Even so, the W140 remains one of the most iconic S Class generations ever built. In markets like China and the Middle East, it earned nicknames that translate to power and presence, a reflection of the impact it left behind.

1998–2005: W220 S-Class, The Millennium Mercedes

In 1998, Mercedes Benz introduced the W220, taking the S Class in a completely different direction. Compared to the W140, this generation was smaller and lighter, yet more spacious inside, reflecting a clear shift towards efficiency and modern packaging.

The focus moved from sheer over engineering to intelligent technology. The W220 introduced air suspension under the Airmatic system, significantly improving ride comfort and adaptability. Inside, it brought a more digital experience with a central screen and the command interface, which controlled navigation and infotainment functions.

New features such as keyless entry and ignition, radar based cruise control under the Distronic system, and active cylinder control highlighted the increasing role of electronics in defining the luxury experience.

For India, the W220 holds particular importance. While earlier S Class models did make their way into the country through private imports, this was the first S Class to be officially launched by Mercedes Benz after entering the Indian market.

2005–2013: W221 S-Class, Technology Meets Presence

In 2005, Mercedes Benz unveiled the W221 S-Class. Compared to the W220, this generation brought back size, presence, and a stronger road identity, while continuing to push technology forward. The design was sharper and more defined, with wider arches and a more commanding stance. It was larger in every dimension and introduced a new range of engines that delivered noticeable gains in performance.

Inside, the W221 took a significant leap in perceived quality. Materials were upgraded across the board, with extensive use of leather, wood, and metal replacing the plastic heavy feel of its predecessor. The cabin also became more digital, featuring large display screens for the instrument cluster and the command system, bringing navigation, vehicle data, and entertainment into a more integrated interface.

Technology remained a key focus. Features like Night View Assist, which used infrared to improve visibility in low light conditions, and an advanced pre collision system showcased how the S Class continued to lead in safety and innovation. The shift to a column mounted gear selector also freed up space in the center console, improving usability.

In India, the W221 truly established the S-Class brand. It became the preferred choice for business leaders, Bollywood celebrities, and high-profile individuals. Its reputation was further cemented when an armoured version was used by the President of India, reinforcing its image as the benchmark luxury sedan in the country.

2013–2020: W222 S-Class, New Era of Luxury 

In 2013, Mercedes Benz introduced the W222 S-Class, a generation that focused on refinement, technology, and redefining modern luxury. It carried forward the presence of the W221 but elevated every aspect of comfort and sophistication.

The design followed a more fluid and elegant approach, aligning with the brand’s newer design language seen across its lineup. Inside, the cabin set new standards. Dual high resolution displays dominated the dashboard, blending the instrument cluster and infotainment system into a seamless digital interface, while materials and craftsmanship reached an entirely new level.

Ride comfort became a defining highlight. The updated Magic Body Control system used cameras to scan the road ahead and adjust the suspension in real time, significantly improving ride quality by preparing the car for bumps before it reached them.

This generation also marked the return of the Maybach name, now positioned as a sub brand within Mercedes Benz. The Mercedes Maybach S-Class extended the S-Class experience even further, offering significantly more space, enhanced rear seat comfort, and features aimed at chauffeur driven luxury.

From reclining rear seats to advanced ambient systems and high end audio, it redefined what the back seat experience could be. For India, the W222 had added significance. The Maybach version was locally assembled, India being the second country to produce a Maybach.

2020–Present: W223 S-Class, The Digital Flagship

In 2020, Mercedes Benz introduced the W223, taking the S-Class into a deeply digital era. This generation moved away from coupe and convertible derivatives, focusing entirely on the sedan as the core of the lineup.

The biggest transformation came inside. The cabin became screen led, with up to five displays, including a large central touchscreen and an augmented reality head up display. The system blended navigation with real world visuals, adding a new layer of interaction. For the first time, rear seat airbags were introduced, designed with a unique structure that deploys using ambient air to improve passenger safety.

Technology extended beyond comfort. Advanced driver assistance systems, improved connectivity, and continuous software integration became central to the S Class experience. Performance also evolved, with the introduction of high output hybrid systems, including the AMG S 63 E Performance, combining a V8 engine with electrification.

The W223 also retained the V12, now reserved for the ultra luxury Maybach variants, reinforcing its position at the very top of the range.

And just yesterday in India Mercedes Benz introduced the comprehensive mid cycle update for any S-Class. The changes were extensive, with a large number of components reworked. The exterior received a redesigned front with an illuminated grille and star themed lighting elements integrated into the headlamps and tail lamps.

Inside, the update focused on software and luxury. A new operating system powered by an advanced onboard computer improved responsiveness and enabled features like integrated streaming apps for rear passengers. The layout was refined to improve ergonomics, while rear seat occupants gained more control through dedicated interfaces.

Across generations, the S-Class has never stood still. From setting early benchmarks in safety and engineering to redefining luxury through technology and comfort, each iteration has reflected not just where the automotive world is, but where it is going. What began as Sonderklasse, meaning special class, continues to live up to its name, not by following trends, but by consistently setting them.

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People were moving up the corporate ladder. There was change in the air. Slowly fading was the image of the average middle class Indian mentality that had long been defined by compromise and restraint. This was a generation that wanted more, and more importantly, could now afford it.

And the ones who understood this shift better than most were carmakers. They knew that the Indian buyer was evolving. The days of selling dated machines from the 1950s and 1960s in the name of reliability were numbered. The new Indian customer wanted modernity, aspiration and a sense of arrival every time they stepped into their car.

Amidst this changing landscape, one brand from Japan took notice. It saw the potential of a market that was just beginning to find its voice. What it would go on to create would be nothing short of legendary. A car that would not just climb the sales charts, but embed itself deep into the hearts of the Indian consumer. And yet, as meteoric as its rise would be, its eventual decline is just as important to understand.

This is the story of the Honda City in India.

Honda City 1^st Generation – 1998 to 2004

Honda’s India story interestingly does not begin with Honda at all, it begins with Tata. In the mid 1980s, JRD Tata and Sumant Moolgaonkar (then MD of TELCO) wanted to enter the passenger car space with Honda by manufacturing the Accord in India. The government stepped in and denied the license, citing foreign exchange concerns, and that partnership never saw the light of day.

Post liberalisation, Honda returned with intent. In 1995, Honda Siel Cars India was formed and by 1997, its Greater Noida plant was up and running with an investment of Rs 4.5 billion and a capacity of 30000 cars annually. The car that would define this entry was the Honda City, built for emerging Asian markets and perfectly suited for India’s growing ambitions.

Launched in 1998, the City came in four variants 1.3 LXI, 1.3 EXI, 1.5 EXI and 1.5 EXI S, priced from Rs 6.3 lakh onwards, with the 1.5 also offering a torque converter automatic. The 1.3 made 90bhp and 111Nm, while the 1.5 produced 100bhp and 128Nm, hitting 100 kmph in under 11 seconds. It quickly became the backbone of Honda, grabbing a 23 percent share of the midsize segment and earning JD Power recognition for quality and appeal.

The 1.5 EXI stood out with a tachometer, better audio system, chrome window trim, wooden finish console and powered mirrors. The EXI S added alloys, spoiler, side skirts and exclusive shades like Monte Carlo Blue Pearl. Honda even refreshed the car within two years, tweaking design, interiors and suspension while slightly increasing prices.

But the real game changer arrived in August 2000. The City VTEC, priced at around Rs 9.5 lakh. Under the hood was a 1.5 litre SOHC VTEC motor producing 106bhp and 132Nm. On paper it seemed modest, but on the road it was explosive. 0 to 100 kmph came up in 10.35 seconds, 60 kmph in 4.85 seconds and mid range performance was unmatched.

And then came the moment every enthusiast remembers. Cross 5000 rpm and the “VTEC kicked in”. The character of the car changed completely. It was so quick that with a perfectly timed shift, it could challenge the Mercedes Benz E240 of the time. In a market used to Lancers and Ikons, the City VTEC was nothing short of a revelation.

Honda City 2^nd Generation – 2004 to 2008

By the end of the 2^nd  generation City’s life cycle, Honda had firmly established itself in India. It was no longer just another foreign brand, it was a name Indians connected with. In this period, Honda also expanded its portfolio with global nameplates like the CR V and Accord, strengthening its premium image.

Naturally, expectations from the 2^nd generation City were sky high. The City badge had already earned serious credibility among enthusiasts, and everyone expected Honda to take things forward in performance and design. But that is not quite how it played out.

The 2^nd generation City, famously nicknamed the Dolphin City, turned out to be the most controversial iteration. At launch, it dropped the much-loved VTEC engine and replaced it with the i DSI motor. Power dropped from 106bhp to just 77bhp. This move was made in the interest of fuel efficiency and there were claims of 24.5 kmpl.

Performance took a clear hit. The manual could do 0 to 100 kmph in around 14 seconds, while the CVT took 15.53 seconds.  Even the design did not help its case. The exterior was polarising and did not have the sporty character of the 1^st gen. But, under all of this, there was solid thinking. The centrally mounted fuel tank and torsion beam rear suspension freed up significant cabin space. What the City became was an ideal urban sedan. It was efficient, spacious, reliable and nearly two lakh rupees cheaper than the earlier VTEC models, priced between Rs 6.92 lakh and Rs 8.82 lakh.

Honda did respond with a facelift in the form of the ZX. The design became easier on the eye and the VTEC made a comeback. But with 100bhp from the 1.5 litre engine and a 0 to 100 kmph time of 11.35 seconds, the magic of the earlier sub 10 second City was gone. The Dolphin City may not have been loved, but it showed that Honda was willing to change with the market, even if it meant upsetting the purists.

Honda City 3^rd Generation – 2008 to 2014

Then came 2008, and with it, the third generation Honda City. Arriving soon after the Civic, this was Honda getting its head back in the game. It brought desirability back to what had anyway become the default choice in the segment. And for the first time in a while, the City looked properly aspirational again.

Built on the global Jazz platform, Honda managed to unlock even more space. The wheelbase grew by 100mm, and it showed. Rear seat comfort improved by a mile. Honda also brought in features that felt ahead of their time back then, support for iPod, MP3 players, USB memory and even phones with MP3 playback. The City also became the only car in its segment to offer a five speed automatic with paddle shifts, something that genuinely added to the driving experience. Powering this City was the new gen 1.5 VTEC putting out 117 hp and also was Ethanol 10 compliant and also a 0 to 100 kmph time of 10.20 seconds.

I have a personal story with this car. My father, a proper Honda fanboy, had finally decided to upgrade from his Maruti Suzuki Esteem to a City. It was a car he had wanted ever since he fell in love with the first generation VTEC. But his five year old son had other plans. Back in 2009, I was obsessed with one car, the Mahindra Scorpio. Somehow, I managed to convince him to buy that instead.

Maybe it was early signs of a future in sales and marketing, but it was just a loving father giving in to his son. But that one decision, City to Scorpio, sedan to SUV, was not just a story in my house. It was a shift that was beginning to play out across the country.

And this was the moment sedan makers, including Honda, would slowly start losing sleep. Because the SUV wave had just begun.

Honda City 4^th Gen – 2014 to 2023

The fourth generation Honda City arrived in 2014, and this was Honda clearly adapting to a changing India. The beloved 1.5 litre i VTEC petrol continued, but for the first time ever, the City got a diesel engine. The 1.5 litre i DTEC was Honda finally acknowledging what the market wanted.

The 1.5 diesel motor produced 99 BHP at 3600 rpm and 200 Nm of torque at 1750 rpm, with a claimed fuel efficiency of 26 kmpl.  On the petrol side, the 1.5 litre engine made 117 BHP at 6600 rpm and 145 Nm at 4600 rpm. While the gains over the outgoing model were marginal, the new car was lighter by 45 kilos, improving the power to weight ratio to 109.9 BHP per ton.

Honda also worked on the fundamentals. The City grew in size, offering even more rear seat space and increased ground clearance, addressing two key Indian concerns. It was launched at a price between Rs 7.42 lakh and Rs 11.10 lakh, and came loaded with features like a sunroof, feather touch climate control, keyless entry and go, rear AC vents and a reversing camera. In 2017, the facelift arrived, priced between Rs 8.50 lakh and Rs 13.57 lakh. Changes were subtle, with new 16-inch diamond cut alloys being the most noticeable update on the outside.

But this generation also marked a turning point, not just for the City, but for the entire segment. The market was shifting rapidly. SUVs were rising, and rising fast. Hyundai had the Creta, Maruti came in with the Brezza, Ford had the EcoSport and Renault already had the Duster, all competing at similar price points.

At the same time, competition within the sedan space intensified. Skoda brought in the Rapid, Volkswagen had the Vento, Maruti responded with the Ciaz and Hyundai pushed the Verna harder than ever. The City was no longer the default choice. For the first time, it had to fight on all fronts.

Honda City 5^th Gen – 2020 to Present

The latest generation of the Honda City arrived in 2020, and interestingly, Honda chose to sell both the fourth and fifth generation models side by side. The new City looked properly premium, almost like it belonged a segment above. In fact, it was bigger than the older Civic.

Length stood at 4553 mm, which is 8 mm more than the old Civic and 113 mm more than the outgoing City. Width was 1748 mm and height 1467 mm, giving it a strong road presence.

Launched at Rs 10.89 lakh going up to Rs 14.64 lakh, the fifth generation City came loaded. Full LED lighting, Alexa connectivity and a segment first Lane Watch camera made it feel modern. Safety was also stepped up with dual airbags and ABS with EBD as standard, while the top ZX variants offered six airbags.

Under the hood, Honda offered two engines. The 1.5 litre i VTEC petrol made 119 bhp and 145 Nm, paired with either a six speed manual or a CVT. The 1.5 litre i DTEC diesel produced 98 bhp and 200 Nm, available only with a manual. In 2022 the City HEV made its debut with strong hybrid tech. Using the same 1.5 litre petrol paired with an electric motor and battery, it delivered a claimed 27 kmpl.

Then came 2023 and the first facelift. In those three years, the industry had already gone through massive changes the headline continued to be the Hybrid introduced a year earlier. BS6 norms came in, the pandemic hit, and Honda quietly pulled the diesel from the City lineup. Priced between Rs 11.49 lakh and Rs 20.39 lakh, the hybrid also brought in ADAS, giving Honda a clear point of differentiation.

At the same time, Honda as a brand was shrinking in India. The Civic, Accord, Jazz and CR V were all phased out, leaving the City and the Amaze to carry the weight. The Elevate SUV arrived in 2023, but by then the SUV wave was already in full swing.

By 2026, the City received a comprehensive exterior update to align with global design trends. It continued with the 1.5 VTEC and the hybrid, while adding features like a larger touchscreen and a 360 degree camera. But the market had moved on. SUVs were no longer the alternative, they were the default. The Ciaz was discontinued, the Verna held on, and the Vento and Rapid evolved into the Virtus and Slavia.

And somewhere along the way, the Honda City, once the flagbearer of aspiration for the Indian middle class, now stands as a reminder of a time when sedans ruled the road, still relevant, still respected, but no longer leading the charge.

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Flex fuel vehicles are internal combustion engine vehicles that can run on more than one type of fuel, typically petrol and ethanol blends in varying proportions. The engine management system detects the ethanol content and adjusts parameters such as fuel injection and ignition timing accordingly. This allows the same vehicle to seamlessly operate on petrol, E20, E85 or higher blends, depending on what is available.

Flex Fuel – The Basics

Flex fuel refers to a mixture of petrol and ethanol, where ethanol is a biofuel produced from plant based sources such as sugarcane, corn, molasses and agricultural residue. Ethanol is an alcohol based fuel that burns cleaner than petrol and can be produced domestically, making it strategically important for countries like India.

The composition of flex fuels is defined by ethanol percentage. E10 contains 10 percent ethanol, while E20 contains 20 percent ethanol and is now the standard petrol blend in India. Higher blends include E85, which contains 85 percent ethanol, and E100, which is nearly pure ethanol used in specially designed engines. These higher blends require flex fuel compatible engines due to differences in combustion properties and material compatibility.

Flex Fuel – Environmental and Economic Benefits

The benefits of flex fuel and ethanol blending are significant. One of the biggest advantages is reduced dependence on crude oil imports. India relies heavily on imported oil, and replacing a portion of petrol with domestically produced ethanol helps reduce this dependence and improves energy security. It also reduces exposure to global crude price fluctuations.

Ethanol blending also supports the agricultural economy. Sugarcane farmers and related industries benefit from increased demand for ethanol feedstock, creating a more stable income stream. This aligns with rural development goals and diversifies revenue sources for farmers.

From an environmental standpoint, ethanol burns cleaner than petrol and produces lower carbon monoxide and greenhouse gas emissions. Over its lifecycle, ethanol derived from biomass can result in lower net carbon emissions compared to fossil fuels. This makes it a useful tool in reducing the transport sector’s carbon footprint without immediately shifting to full electrification.

There are also potential cost advantages. Ethanol can be cheaper to produce domestically than importing petrol, and in some global markets higher ethanol blends like E85 are priced lower. If such pricing benefits are passed on, it could reduce running costs for consumers over time.

Flex Fuel – Trade offs and Disadvantages

However, there are trade offs and disadvantages that need to be considered. The most notable is lower fuel efficiency. Ethanol has lower energy density than petrol, which means more fuel is required to produce the same amount of energy. As a result, vehicles running on E20 may see a small drop in mileage, and this reduction becomes more pronounced with higher blends like E85.

Compatibility is another concern, especially with older vehicles. While newer engines are being designed for E20 and beyond, older vehicles may face issues related to material degradation in fuel lines, seals and engine components when exposed to higher ethanol content. Although regulators state that E20 is safe for most vehicles, long term effects remain a point of discussion.

Infrastructure and supply chain challenges also exist. While E20 is now widely available, higher blends like E85 and E100 will require significant expansion in fuel distribution infrastructure. Ethanol production itself must scale up without negatively impacting food supply or water resources, as crops like sugarcane are water intensive.

Flex Fuel – The Transition 

In India, the transition is already underway. E20 fuel has been rolled out nationwide, marking a major milestone in the ethanol blending programme. The government is now working on policies to enable the use of higher ethanol blends such as E85 and E100, along with encouraging automakers to develop flex fuel compatible vehicles.

The implications of this shift are wide ranging. It strengthens energy independence and supports rural economies, but also requires advancements in vehicle technology and fuel infrastructure. Automakers will need to ensure that engines can handle higher ethanol content efficiently without compromising durability or performance.

In conclusion, flex fuel vehicles represent a transitional solution that allows India to move toward cleaner fuels while leveraging existing engine technologies. With E20 already in place and higher blends on the horizon, ethanol based fuels are set to play a crucial role in the country’s energy and mobility strategy. The long term success of this approach will depend on balancing economic benefits, environmental gains and practical implementation challenges.

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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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But behind the flashy headlines, the Instagram stories that simply say P1, and the podium celebrations lies a sport layered with strategy, engineering brilliance, and split second decisions. If you have ever posted race results without really knowing what goes into them, or if you are just curious about what makes Formula 1 tick, this is where it starts.

This is your beginner’s guide to Formula 1.

Beginner’s Guide to Formula 1 – Drivers

At its core, Formula One is a team sport disguised as an individual one. This season features 11 teams, each fielding two cars, making for a grid of 22 drivers.

Each team competes in two championships. The Drivers Championship focuses on individual performance, while the Constructors Championship is awarded to the team that scores the most combined points from both cars. Currently, McLaren stands as the defending champion in both, with Lando Norris taking the Drivers title last season. The 2026 season also introduces Cadillac Formula 1 Team and Audi Revolut F1 (previously Sauber Motorsport), adding a fresh dynamic to the grid.

Each team designs and builds its own car according to regulations set by the FIA, the governing body of the sport. Some teams build their own engines, while others partner with suppliers, but every car is a result of thousands of components working together with extreme precision.

Beginner’s Guide to Formula 1 – Cars

Formula 1 cars are among the most advanced machines in motorsport. Built using lightweight carbon fibre and powered by 1.6 litre V6 turbo hybrid engines, they can reach speeds of nearly 370 kilometres per hour. These cars are designed around aerodynamic efficiency. Downforce keeps them glued to the track, allowing drivers to carry immense speed through corners. Every surface on the car is engineered to control airflow.

Hybrid systems recover energy from braking and exhaust gases, adding efficiency and performance. At the same time, drivers endure intense G forces, especially in high speed corners and heavy braking zones, making it a physically demanding experience.

Beginner’s Guide to Formula 1 – Race Weekend and Free Practice

A Formula 1 weekend unfolds over three days, and it begins with free practice sessions, commonly referred to as FP sessions. There are usually three practice sessions, FP1 and FP2 on Friday, followed by FP3 on Saturday. These sessions give teams the opportunity to understand the track, test different setups, and analyse tyre performance.

Drivers run different fuel loads, experiment with car balance, and simulate qualifying laps or race conditions. While no points are awarded, these sessions are crucial in shaping the rest of the weekend. On Sprint weekends, this structure changes slightly, which we will come to shortly.

Beginner’s Guide to Formula 1 – Qualifying or “Quali”

Once practice is complete, the focus shifts to qualifying, where drivers aim to set the fastest lap.

Qualifying lasts one hour and is split into three knockout stages. In Q1, which runs for 18 minutes, the slowest six drivers are eliminated. The remaining 16 move to Q2, a 15 minute session where another six drivers are knocked out. This leaves 10 drivers in Q3, a 12 minute shootout for pole position. The fastest driver earns the right to start from P1 on race day. On certain race weekends such as those in Azerbaijan and Las Vegas, qualifying may take place on a Friday instead.

Beginner’s Guide to Formula 1 – Tracks

Formula 1 races take place across a variety of circuits, from permanent race tracks to temporary street layouts. Each circuit presents unique challenges, including long straights, tight corners, elevation changes, and varying grip levels. Teams adjust their car setup based on these characteristics, aiming to strike the right balance between speed and stability.

Beginner’s Guide to Formula 1 – Race Day

The Grand Prix is the main event. Before the race begins, drivers complete a formation lap to warm up their tyres. They then line up on the grid, positioned eight metres apart. The start sequence begins as five red lights illuminate one by one. When the lights go out, the race begins.

Each race covers a distance of just over 305 kilometres, except Monaco, which is slightly shorter. This typically translates to around 50 to 60 laps depending on the circuit. Drivers must make at least one tyre change during the race in dry conditions, adding a strategic element to proceedings.

Pit stops are one of the most intense moments in Formula 1. Each team has a dedicated pit box, where drivers stop for tyre changes and adjustments. Around 20 to 22 mechanics work together to stabilise the car and replace all four tyres in a matter of seconds. The fastest pit stops can take under two seconds, though consistency is just as important as outright speed. A well timed pit stop can gain track position, while a slow one can cost valuable seconds.

Beginner’s Guide to Formula 1 – Sprint Races

Sprint races are one of the most exciting additions to modern Formula 1. Introduced in 2021, there are now six Sprint events in a season, including locations such as China, Miami, Canada, Britain, the Netherlands, and Singapore.

A Sprint race is a shorter race of around 100 kilometres, which is roughly one third the distance of a full Grand Prix. This usually translates to about 16 to 25 laps depending on the circuit. What makes Sprint races unique is their intensity. There are no mandatory pit stops, meaning drivers go flat out from start to finish. With less emphasis on long term tyre management, the focus shifts to pure racing and overtaking.

Sprint events also follow a different weekend format. Instead of three practice sessions, there is only one free practice session. This is followed by Sprint Qualifying, which replaces the second practice session. Sprint Qualifying is a shorter version of regular qualifying. It is divided into three segments, SQ1, SQ2, and SQ3, lasting 12, 10, and 8 minutes respectively. Tyre usage is also regulated, with medium tyres mandatory for the first two sessions and soft tyres required for the final segment.

The Sprint race itself takes place before the main Grand Prix and awards points to the top eight finishers. The winner earns eight points, with points decreasing down to one for eighth place. Importantly, the Sprint race is separate from the Grand Prix. It does not directly determine the race result but adds another layer of competition and opportunity for drivers to score points.

Beginner’s Guide to Formula 1 – Tyre Strategy

Tyres are a crucial part of Formula 1 strategy. Supplied by Pirelli, they come in different compounds suited to various conditions. For each race, three dry tyre compounds are selected from a range of five. These are labelled soft, medium, and hard. Soft tyres offer maximum grip but wear quickly, while hard tyres last longer but provide less performance. Medium tyres offer a balance between the two.

Drivers are required to use at least two different compounds during a dry race. Choosing when to change tyres is a key strategic decision. In wet conditions, intermediate tyres are used for light rain, while full wet tyres are used for heavier rainfall.

Beginner’s Guide to Formula 1 – Point System

Points are awarded to the top ten finishers in a Grand Prix. The winner receives 25 points, followed by 18 for second place and 15 for third, with points decreasing down to one for tenth. An additional point is awarded for the fastest lap if the driver finishes in the top ten. Sprint races also offer points, making them an important part of the championship battle.

At the end of the season, the driver with the most points is crowned world champion, while the team with the highest combined score wins the Constructors Championship.

Beginner’s Guide to Formula 1 – Start your F1 journey

Formula 1 is more than just racing. It is a blend of technology, strategy, and human skill. It is a sport where milliseconds matter, where decisions made in seconds can define an entire weekend, and where teamwork is just as important as individual talent. Whether you discovered it through a streaming series, a historic race in India, or the rise of modern champions, Formula 1 has a way of drawing you in.

So the next time you see “P1” on your feed, you will know it represents far more than just a finishing position. It is the result of precision, planning, and an entire team working together for a moment of success.

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CAFE stands for Corporate Average Fuel Efficiency, a regulatory framework introduced in India under the Energy Conservation Act, 2001, with the first phase of implementation beginning in the 2017-18 financial year. Unlike emission standards such as Bharat Stage norms, which regulate pollutants on a per-vehicle basis, CAFE norms operate at the manufacturer level. They require that the average fuel consumption and corresponding carbon dioxide emissions (CO2) of all passenger cars sold by a manufacturer in a financial year remain within a prescribed limit. Compliance is assessed across the entire portfolio rather than for individual models, making manufacturers collectively responsible for the environmental impact of their fleet.

Objective Behind Implementing CAFE Norms in India

The primary objective of CAFE norms is to reduce fuel consumption, lower CO2 emissions, and reduce India’s dependence on imported fossil fuels. Passenger vehicles account for a significant share of transport energy use, and without fleet-level efficiency standards, rising vehicle sales would translate directly into higher fuel demand and emissions. Since CO2 emissions are directly proportional to fuel burned, improving fuel efficiency automatically leads to lower carbon emissions. CAFE norms therefore serve as a dual-purpose policy tool, addressing both energy security and climate objectives.

Scope of CAFE Norms in Passenger Vehicles

CAFE regulations apply to M1 category passenger vehicles, which include cars with seating capacity of up to nine occupants, including the driver, and a gross vehicle weight not exceeding 3,500 kilograms. The framework covers petrol, diesel, LPG, CNG, hybrid, and electric vehicles sold or imported into India. While certain exemptions exist for very low-volume manufacturers, the vast majority of passenger vehicle sales fall under CAFE regulation.

CAFE Phase I and Phase II Targets

India’s CAFE regulations have been implemented in phases. The first phase, which took effect from 2017-18, set an average fuel consumption cap of 5.5 litres per 100 kilometres, corresponding to under 130 g/km of CO2. This phase established the regulatory framework and reporting systems while allowing manufacturers time to adapt. The second phase, implemented from 2022-23, significantly tightened the requirements, mandating an average fuel consumption of approximately 4.78 litres per 100 kilometres, equivalent to around 113 g/km of CO2 for a reference vehicle. This sharper reduction forced manufacturers to accelerate efficiency improvements and rethink their product strategies.

How Manufacturer-Specific CO2 Targets Are Calculated

The objective for a manufacturer under CAFE regulations is to ensure that its corporate average CO2 emissions remain below the prescribed limit for the applicable year. Compliance is assessed at the fleet level and is calculated through a structured three-step process.

The first step is to determine the corporate average kerb weight. This is calculated by multiplying the number of vehicles sold for each model by that model’s kerb weight, summing these values across the entire portfolio, and dividing the total by the overall number of vehicles sold. Manufacturers with a higher share of lighter vehicles will therefore have a lower corporate average kerb weight, while those selling more heavier vehicles will record a higher value. Since CAFE targets are weight-linked, the composition of a manufacturer’s portfolio has a direct impact on the stringency of its target.

In the second step, this corporate average kerb weight is used to derive the manufacturer-specific CO2 target. Under CAFE Phase II, the industry reference kerb weight in India is 1,082 kg. A normalisation coefficient of 0.0457 is applied, meaning that for every 1 kg increase in a manufacturer’s average kerb weight above this baseline, the permissible CO2 target increases by 0.0457 g/km. Manufacturers with lighter fleets therefore face more stringent CO2 targets, while those with heavier fleets are allowed proportionately higher limits.

The third step involves calculating the manufacturer’s actual corporate average CO2 emissions. This is done by multiplying the number of units sold of each vehicle variant by its certified CO2 emission value, summing these figures, and dividing the total by overall sales. Compliance is achieved if this value is at or below the manufacturer-specific target.

CAFE Norms Explained with an Example

To illustrate this in simple terms, assume a manufacturer sells 50,000 internal combustion engine vehicles, each emitting 170 g/km of CO2. On its own, this fleet would exceed the applicable CAFE Phase II target. However, CAFE norms include super-credit provisions to promote cleaner technologies. If the manufacturer also sells 20,000 electric vehicles, these are counted as 60,000 vehicles for CAFE calculations.

The effective fleet size increases, while the total CO2 emissions remain unchanged, significantly lowering the corporate average and potentially bringing it within the prescribed limit. Under the super-credit mechanism, a single battery electric vehicle is counted as three ICE vehicles, while a strong hybrid vehicle is counted as two ICE vehicles for the purpose of fleet-average calculations This demonstrates how manufacturers use a mix of internal combustion, hybrid, and electric vehicles to achieve compliance rather than relying on individual models alone.

Future Outlook: Proposed CAFE 2027 Framework

Looking ahead, the proposed CAFE 2027 framework seeks to tighten these standards further. Draft norms indicate a phased reduction in permissible average fuel consumption over five years, with values expected to fall to approximately 3.01 litres per 100 kilometres by 2032. The draft also expands incentives for electric vehicles, strong hybrids, and alternative fuels through enhanced super credits and carbon neutrality factors, reinforcing the policy push toward electrification and lower-carbon mobility.

Ultimately, CAFE norms represent a shift from regulating individual vehicles to enforcing corporate-level responsibility for fuel efficiency and emissions. As targets become progressively stricter, these norms are reshaping vehicle design, accelerating adoption of hybrid and electric technologies, and influencing the overall structure of the Indian passenger vehicle market. Over the long term, CAFE norms are expected to deliver lower fuel consumption, reduced CO2 emissions, and a more sustainable automotive ecosystem aligned with India’s energy and environmental goals.

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The sub 4 metre segment was not born from consumer research or lifestyle trends. It came from a taxation policy. And once manufacturers realised what that policy allowed, there was no turning back.

In 2006, the Indian government revised its excise duty structure for passenger cars. The new rule was simple and very specific. Cars under four metres in length would attract significantly lower tax, provided they used smaller engines. Petrol engines had to be up to 1.2 litres and diesel engines up to 1.5 litres.

At the time, this felt like a nudge towards compact and efficient cars in a country struggling with congestion and fuel costs. But in reality, it gave manufacturers a clear target. Stay under 4 metres and you could price your car far more aggressively. That single measurement became the most important line on every design blueprint.

What is often forgotten in this story is that hatchbacks never needed to adapt. Most hatchbacks sold in India were already well under 4 metres. Cars like the Alto, WagonR, Santro, Indica, Swift and i20 naturally fit the rule. They benefited from lower taxation without changing much at all.

The real creativity began when manufacturers tried to apply this rule to body styles that were never meant to be this short.

The first serious attempt at a sub 4 metre sedan was the Tata Indigo CS. It was clearly engineered around the tax rule. Shortened rear overhang, compact boot, and proportions that looked unusual even back then. But it proved a crucial point. Indian buyers wanted a boot and they were willing to accept compromises to get one at the right price.

A lot of people assume the first Maruti Suzuki Swift Dzire was sub 4 metre. It was not. The original Dzire crossed the four metre mark and did not enjoy the tax benefit. The real shift happened with the second generation Swift Dzire. That was the car Maruti redesigned specifically to slip under the four metre limit. It was shorter, lighter, and far more focused on efficiency and pricing. And it became a phenomenon.

The second generation Swift Dzire showed the industry what was possible. Sedan like appeal, Maruti reliability, and a price that made complete sense to Indian families. Sales numbers exploded and competitors rushed to respond. Honda brought the Amaze. Hyundai introduced the Xcent. Ford followed with the Aspire. The compact sedan became a uniquely Indian category that existed almost entirely because of one tax rule.

While compact sedans were finding their feet, something much bigger was brewing. The first sub 4 metre SUV in India was actually the Premier Rio. It arrived quietly, sold in tiny numbers, and barely registered on the public radar. On paper, it fit the rule. In reality, it lacked everything else needed to succeed.

Then Ford entered the picture. The Ecosport was not just another launch it was a moment for the Indian automotive industry. Ford combined the right size, the right stance, strong engines, and most importantly, a massive marketing push backed by a solid sales and service network. Suddenly, Indians realised they could buy an SUV shaped car at hatchback money.

The Ecosport did not just sell well. It rewrote buyer behaviour overnight. Waiting periods stretched endlessly. Buyers who would have bought premium hatchbacks shifted to compact SUVs. The sub 4 metre SUV was no longer a niche idea. It became the new aspiration. This single car forced every manufacturer to rethink their India strategy.

Maruti, which had stayed away from SUVs for years, had no choice but to respond. The Vitara Brezza was born directly because of the EcoSport’s success. And when Maruti entered, the segment officially exploded. Soon after came the Tata Nexon, Hyundai Venue, Mahindra XUV300, Kia Sonet and several others. The compact SUV became the most competitive and sought after space in the market.

Perhaps the most telling sign of how powerful the sub 4 metre rule became was how it affected cars that were never meant to be compact. The Mahindra Bolero is a perfect example. A rugged, old school utility vehicle, built for rural India. Yet even the Bolero received a shortened body and a smaller engine option to qualify for the lower tax bracket. That tells you everything you need to know about how influential this policy became.

Manufacturers were willing to cut, chop, re engineer, and downsize engines just to stay within that magical length. This showed why cracking this segment became survival.  For carmakers, success in the sub 4 metre segment was no longer optional. This is where volumes lived. This is where first time buyers entered the market. This is where price sensitivity was at its peak.

A car that crossed 4 metres immediately became harder to price competitively. Even if it was better built or more spacious, buyers would question the premium. That is also why several global models never made it to India or arrived heavily compromised. If you could not make the math work under four metres, the business case collapsed.

The sub 4 metre rule also forced manufacturers to design cars specifically for India rather than adapting global models. Designers had to play with proportions. Engineers had to pack safety, comfort, and performance into tight dimensions. Marketing teams had to convince buyers that shorter did not mean smaller or inferior.

Over time, companies got better at it. Today, many sub 4 metre cars feel well balanced, safe, and genuinely premium. But the learning curve was steep and very visible in earlier attempts. The Indian market is evolving again. Buyers are more willing to stretch budgets. Larger SUVs are growing in popularity. Safety regulations have raised costs across the board.

Yet the sub 4 metre segment refuses to fade away. It still offers the best balance of price, size, efficiency, and practicality for a majority of buyers. It remains the entry point for millions and the battleground where manufacturers fight their hardest wars.

The sub 4 metre segment was never part of a grand vision. It was an unintended consequence of a tax rule. But it ended up shaping an entire generation of Indian cars. From compact sedans to game changing SUVs, from hatchbacks to chopped utility vehicles, this one rule influenced design, pricing, and buyer psychology like nothing else. It is proof that in India, the most important revolutions sometimes begin quietly, with a line in a budget document, and end up changing the roads forever.

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Sensing this shift, an engineering and locomotive manufacturer named TELCO, decided to build something the market had never seen before. The result was India’s first indigenously developed SUV, the Sierra and the as for the engineering and locomotive manufacturer, they went on to become a global automotive conglomerate, today known as Tata Motors.

The Tata Sierra was unlike anything Indians had ever seen before. It stood tall, sat wide, and had the stance of a rugged truck that had been civilised just enough to fit into your driveway. The idea for the Sierra came straight from Ratan Tata himself. A long-time admirer of American automobiles, he wanted a vehicle with presence and the three-door layout paired with that massive wraparound fixed rear windows gave the Sierra exactly that.

This was also a major turning point for the company. When Ratan Tata took over as Chairman in March 1991, he inherited a business known mainly for commercial vehicles, not passenger cars. The Sierra became his first big leap into that new territory and it marked Tata’s entry into the passenger vehicle segment and stood out as a car that was ahead of its time.

Built on the X2 platform, the Sierra shared much of its hardware with the Telcoline pickup. From the front, the resemblance was clear, but everything behind the B-pillar was a fresh design—those huge fixed wraparound windows, the three-door layout, and rear access through a folding passenger seat set it apart from every other car on sale. The front and rear bumpers were made of metal and the wheel arches got healthy black plastic cladding.

And if there was one thing you simply couldn’t miss, it was the rear-mounted spare wheel—an element that would go on to become a defining design trait on every Tata SUV that followed through the 90s. Under the bonnet sat a 2.0-litre naturally aspirated diesel making 63 bhp, paired with a five-speed manual. Power was sent to the rear wheels and there was also an optional four-wheel drive variant on offer.

Inside, the Sierra offered a surprisingly modern experience for the early 90s. Power windows, air conditioning with both front and rear vents, power steering, and a tachometer made it feel far ahead of its time, giving drivers and passengers a level of comfort that none of the other Indian cars could match back then.

Beyond the engineering, the Sierra carried an emotional weight in the 90s that few Indian cars have ever matched. You saw it in the Prime Ministerial convoys of P. V. Narasimha Rao, and on film sets where it became the default choice for a “powerful” character’s car. The Sierra quickly became the car for the “who’s who” of the 90s. In a decade where India was changing fast, the Sierra found itself at the centre of that cultural shift, quietly earning the cult status it enjoys today.

As emission norms tightened and customers began expecting more power, Tata responded by launching a turbocharged version of the Sierra in mid-1997. The familiar 2.0-litre diesel was now equipped with a single-stage turbo, rated to Euro 2 standards, producing 87 horsepower. The interior saw updates too, with the old two-spoke steering wheel replaced by a four-spoke unit, and small tweaks to the front grille along with clear-lens headlamps gave it a fresher look. Demand for the Sierra remained healthy, but the automotive landscape was changing.

Back in 1994, Tata had introduced the Sumo, an MPV with five doors and seating for up to nine, offering buyers a more practical alternative. Then, in 1998, the Tata Safari arrived. Bigger, built on an all-new platform, and far more luxurious, it quickly became the natural upgrade for Sierra owners. That same year, Tata shook the Indian automotive market again with the launch of the Indica, the country’s first indigenous passenger car. The Indica was such a game-changer that Maruti had to slash prices of the 800 just hours before its launch.

Caught in the whirlwind of success with the Safari and Indica, the Sierra slowly faded from focus. The final blow came in 2002, when Mahindra launched the Scorpio, giving the Safari fresh competition and shifting Tata’s attention fully on the Safari. The Sierra had carried Tata through the 90s and helped establish its passenger vehicle legacy was discontinued in 2003 due to declining demand.

After nearly two decades in 2020 when whispers began circulating that the Sierra, India’s first indigenous SUV, was preparing for a comeback as an electric vehicle. The rumours became reality that February at the Auto Expo, when Tata unveiled the Sierra EV concept, branding it as the Sierra for a new era. But the global COVID 19 pandemic soon hit, forcing Tata Motors into corporate restructuring, and the concept quietly slipped from the spotlight.

Three years later, the Sierra returned to centre stage at the 2023 Auto Expo, this time with Tata executives confirming that the car would go into production and that the design was almost production ready. They were not exaggerating. Over the next two years, multiple test mules were spotted across India, and in 2025, at the Bharat Mobility Expo, Tata unveiled the nearly production ready Sierra.

Finally, in November 2025, the new Sierra made its grand comeback in Bombay, 22 years after the original had left an indelible mark on India’s automotive scene. The new model retained the butch, unmistakable presence of the 90s original but was reimagined for the modern era. The three-door layout was replaced with five doors, yet the wraparound rear glass, a signature design cue, remained, cleverly engineered to meet current safety norms alongside a thicker B pillar. The rear‑mounted spare wheel of the original Sierra is gone, tucked under the boot, but the sense of ruggedness that its predecessor carried still remains.

On the inside, the 2025 Sierra is a quantum leap over its 1990s ancestor. The cabin now embraces a fully modern, premium layout: a triple‑screen dashboard with a 10.25‑inch digital instrument cluster for the driver plus dual 12.3‑inch infotainment and passenger screens, soft‑touch surfaces, a four‑spoke steering wheel with an illuminated Tata logo.

Tech and comfort features are now in a different league altogether: dual‑zone climate control, panoramic sunroof, wireless charging, ventilated front seats with power adjustment and memory on certain trims, rear sun‑shades, ambient lighting, and a 12‑speaker JBL sound system with Dolby Atmos. For connectivity and convenience, it gets the company’s iRA 2.0 connected‑car suite with over‑the‑air updates, a head‑up display, 360-degree camera, and a powered tailgate.

Under the hood, the 2025 Sierra offers multiple engine options to suit varied buyers — a 1.5‑litre naturally aspirated petrol, a 1.5‑litre turbo‑petrol, and a 1.5‑litre diesel — with both manual and automatic transmissions. The diesel produces around 118 hp and 280 Nm, while the turbo‑petrol delivers a healthy 160 hp. Compared to the old Sierra’s humble 2.0‑litre diesel with 63 bhp, this is a massive step up in performance, and refinement.

The Sierra has always been more than a car. It shaped India’s automotive history and captured the imagination of a generation, from leaders and film stars to enthusiasts on the streets. As a 21 year old writing this, I never got the chance to drive the original Sierra myself, but I was always in awe of the sheer presence of my neighbour’s 1997 Sierra Turbo. I also had a Sierra toy car, one of the coolest toys on the block you could have as a 4-year-old. The first car I ever worked on as an automobile engineering student was a cut section of a Tata Sierra in my first-year basic mechanics lab. That was the kind of impact the Sierra had on me and thousands of enthusiasts growing up in the 90s and 2000s alike.

Ratan Tata had always envisioned it as more than just a vehicle. He wanted to build something that instilled pride and left a lasting mark. Today, the new Sierra carries that vision forward, keeping the rugged charm of the original while embracing the technology and comfort of a new era. After 22 years, it is back, bigger and more powerful proving that true icons do not fade, they endure and evolve with time.

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But before the touchscreens, traction modes, and urban polish, the Thar’s story was much simpler  born from an unbreakable lineage of utilitarian Jeeps that helped build post-independence India. Today, we look back at how the quintessential Indian off-roader came to be, tracing its journey from the humble CJ2A to the legend we know as the Thar.

Mahindra CJ 2A (1949) and CJ3A (1950 – 1953)

The Mahindra CJ2A was the very first Jeep to be produced by Mahindra under license from Willys-Overland, marking the start of India’s deep-rooted Jeep heritage. Manufactured at Mahindra’s Mazagaon plant in Mumbai, production began in 1949, and these early models proudly carried Willys branding rather than Mahindra’s own.

The CJ2A was a civilian adaptation of the World War II military Jeep, offering practical updates such as a tailgate, side-mounted spare tyre, larger headlamps, and an external fuel filler, all while retaining the legendary ruggedness of its military predecessors. The “CJ” in CJ2A stood for “Civilian Jeep”.

Its low bonnet became an iconic design trait, while the interiors were minimal and functional, featuring a five-gauge dashboard, foldable windshield, and hose-down-ready cabin. Power came from a 2,196cc inline-four “Go-Devil” engine paired with a T-90A gearbox and Spicer transfer case, delivering 60 hp and 142 Nm of torque.

Back in the day, the CJ2A was priced around ₹8,000–₹9,000, making it an aspirational yet utilitarian vehicle for early Indian motorists. The CJ3A succeeded it in 1950–51, continuing the evolution of Mahindra’s licensed Willys lineup and setting the stage for decades of iconic off-roaders to come.

Mahindra CJ3B (1953 – 1990)

The Mahindra CJ3B was the upgraded version of the CJ3A and marked a significant leap in performance and engineering for Mahindra’s Jeep lineage. It introduced the legendary “Hurricane Engine,” coded as F4-134 , a Willys-designed 2.2-litre, 4-cylinder petrol motor that featured an advanced F-head design derived from the earlier “Go-Devil” engine.

The engine produced 72 hp at 4000 rpm and 155 Nm of torque at 2000 rpm, giving the CJ3B more power and refinement than its predecessors. The taller engine led to a redesigned, higher bonnet line, one of the CJ3B’s most recognizable traits. It also featured an 80-inch wheelbase, ventilating windshield option, and two wooden bonnet rests for folding the windshield forward. Mechanically, it came with a three-speed gearbox, a two-speed transfer case.

Produced by Mahindra & Mahindra in India for nearly half a century in different iterations, the CJ3B became an enduring icon of durability and simplicity. A historic highlight came in 1964, when His Holiness Pope Paul VI used a specially modified CJ3B during his visit to Mumbai for the 38th Eucharistic Congress.  This “Popemobile” still stands preserved at Mahindra’s Kandivali plant today. The Mahindra CJ3B served extensively in the Indian Army, renowned for its durability and off-road capability, and even found favor among India’s leadership, being used by PM Indira Gandhi for official duties and public appearances.

Mahindra CJ4 (1967 – 1973) and CJ4A (1973 to late 1990s)

The Mahindra CJ4, produced at the Kandivali plant in Bombay from 1967, represented a major step forward in Mahindra’s Jeep evolution. Unlike Willys, which never produced a CJ4, Mahindra developed this model by extending the CJ3B’s wheelbase from 80 inches to 91 inches, improving space and stability. It was powered by the 2.2 litre F4 134 Hurricane petrol engine, paired with a three-speed transmission and a two-speed transfer case. Interestingly, the CJ4 also marked Mahindra’s first two-wheel drive vehicle, initially available in left hand drive configuration before shifting to right hand drive around 1969 to 1970.

The CJ4 was known for its utilitarian features such as wooden blocks on the bonnet for the swivelling windshield, twin bonnet catchers, top mounted wipers, and a petrol tank placed below the co driver’s seat. Many units were fitted with FRP bodies to make them weather resistant, and they found widespread use among government departments and NGOs. A notable variant, the CJ101, was developed by extending the CJ4’s wheelbase further to accommodate a stretcher, making it ideal as a rural ambulance. These came with FRP or steel bodies built by external coachbuilders and were known for handling the harsh road conditions of the 1970s with ease.

The 1973 global oil crisis gave rise to the CJ4A, a more fuel efficient evolution of the CJ4. Production of the CJ4A continued into the late 1990s, and this period also saw Mahindra exploring diesel engine options through joint ventures and adaptations to counter the rising fuel costs of the era.

Mahindra CJ 500D (1975 – 1989)

The Mahindra CJ500D marked a defining moment in the brand’s history as it became the first Mahindra vehicle to feature a diesel engine. Produced at the Kandivali plant in Bombay from 1975 to 1989, the CJ500D was essentially a diesel-powered version of the CJ4A, created to meet market demands following the steep rise in petrol prices during the 1973 global oil crisis. It was powered by the MD2350 2.3 litre diesel engine that produced around 38 horsepower, paired with a three speed gearbox and a two speed transfer case for the four wheel drive system.

Distinctive visual and functional elements set the CJ500D apart, including four bonnet catchers to control vibration from the diesel engine, openable wing ventilators for airflow to the footwell, flat fenders, and wiper wheel boxes mounted on the cowl panel. A longer version, called the CJ500D 101, was also produced to improve load capacity and versatility. Although the diesel engine’s modest 38 horsepower output was a noticeable drop from the 72 horsepower of the earlier Hurricane petrol engine, the CJ500D’s durability, efficiency, and torque made it a dependable rural workhorse. Its ruggedness and practicality cemented its reputation across farms, government departments, and commercial sectors.

Over time, Mahindra introduced updated versions such as the CJ520D, CJ560D and CJ 500DE, featuring longer wheelbases and upgraded diesel engines to meet emission norms.

Mahindra MM 540 (1985 – 2005) 

The Mahindra MM540 DP marked a new era for Mahindra, breaking away from the traditional CJ design after nearly four decades. Produced at the Kandivli plant from 1985 to 2005, it featured a rounded bonnet, profiled fenders, and for the first time, steel doors, elements that would go one to shape Mahindra’s modern SUV design. Powered by a Peugeot XDP 4.90 2.1 litre diesel engine paired with a four speed gearbox. Early models had indicators on the seven-slat grille, later moved to the fenders in 1989 to meet regulations. The MM540DP Metal Body Wagonette (MBW) was a stretched wheel base version of MM540 with an all-steel body with doors.

Available in canopy and FRP body options, the MM540 became a mainstay in government departments, police fleets, and the Indian Army. Production ended in 2005 due to Bharat Stage 3 emission norms. A petrol version, the MM440P, used the Hurricane engine, while an export model, the Mahindra 540 “Bahia,” was assembled in Greece between 1988 and the early 1990s using CKD kits from Kandivli. Rugged, reliable, and timeless, the MM540 DP remains one of Mahindra’s most iconic off-roaders.

Mahindra Commander (1991 – 1996 ; 2000 – 2010)

1991 was a tough year for India’s auto industry, and Mahindra was no exception. The Gulf War had sent fuel prices soaring, causing sales to crash. But when the going gets tough, the tough get going. Mahindra’s marketing team spotted an opportunity: a clause in vehicle regulations offered lower excise duty for vehicles seating 10 or more people, and rural India needed a durable workhorse to connect remote villages.

The engineering team quickly assembled one: using the CJ640DP chassis, a new MDI2500 diesel engine, and mechanicals from the robust CJ500, they added an extra row of seats. Out of crisis, the Commander 650 DI was born. Built at Mahindra’s Kandivali plant between 1991 and 1996, it featured a 2.5-litre MDI2500 diesel engine, a 3-speed Warner T90 gearbox.

The Commander 650 DI became an instant success, turning into a lifeline for rural India. It not only bridged villages without public transport but also created employment for youth operating it as local taxis. A later variant, the Commander 655 DI, improved fuel efficiency with a lower rear axle ratio.

Mahindra Armada (1992 – 2001) 

The success of the MM540 MBW prompted Mahindra to begin in-house production of metal bodies for better quality control and vertical integration. With tooling support from Fuji and a new body shop at Nashik, the Metal Body Wagonette took shape and was launched as the Armada in 1992.

Styled by Dilip Chhabria, the Armada introduced a bold new look with square headlamps, wrap-around FRP bumpers, body decals, and a ship logo symbolizing its name, meaning “a fleet of ships.” It was also the first Mahindra to feature a full-length FRP dashboard, integrated cluster, air-conditioning, and radial tyres, living up to its tagline, “Heart of a Jeep, Soul of a Car.”

Powered by the Peugeot XDP 4.90 2.1-litre diesel engine mated to a 4-speed KMT90 gearbox and Spicer transfer case, the Armada was an instant hit, with over 14,000 advance bookings. However, production delays allowed competitors to catch up.

In 1998, the Armada received a major mechanical revamp under Project NGCS (New Generation Chassis & Suspension), executed by Hawtal Whiting UK, which significantly improved its steering and handling dynamics. Later on it also got a luxury variant dubbed the Armada Grand.

Mahindra Classic (1996 – 1998)

Much before the Scorpio “Classic” the existed The Mahindra Classic. The Classic was an upgraded version of the CJ340 DP, designed to appeal to a more premium audience. It featured a bold bull bar, glossy paint, radial tyres, disc brakes, free-wheeling hubs, and bucket seats, all rare touches for its time. Under the hood was the Peugeot XDP 4.90 diesel engine paired with a 4-speed gearbox and Spicer transfer case.

It also sported an aircraft-inspired dashboard with multiple warning lamps, and early models even came with wire wheels before switching to alloys. Exported with a petrol engine in some markets, the Classic marked a turning point, the moment Mahindra realised there was growing demand for lifestyle off-roaders, not just rugged workhorses.

Mahindra Major (2005 – 2010)

The Major was an upgrade to the CL550 MDI, featuring the more powerful MDI3200 diesel engine. Initially sold as the CL550 MDI until 2005, it was later rechristened as the Mahindra Major. Built at the Kandivali plant, it was produced from 2000 to 2010. The early CL550 MDI (2000–2005) came with a 2.5-litre MDI3200 engine, a 4-speed gearbox, and a  2-speed transfer case, while the later Major (2005–2010) received the turbocharged MDI3200 TC engine paired with a 5-speed NGT520 gearbox. Known for its ruggedness and simplicity, the Major was among the last of Mahindra’s classic open-body 4x4s before new motor vehicle regulations brought an end to the production of doorless vehicles.

Mahindra Thar 1^st Gen (2010 – 2019)

The Mahindra Thar CRDe was the brainchild of Behram Dhabhar, head of Mahindra’s Special Vehicles Operations, and the man who turned enthusiast dreams into reality. During its development, Mr. Dhabhar started a Team-BHP forum thread asking off-roaders what their ideal 4×4 Jeep should be and built exactly that. The Thar went on to reshape Mahindra’s identity in the 4×4 space.

Launched in 2010 and built at Mahindra’s Nashik plant, the Thar CRDe was a hybrid of Mahindra’s greatest hits:  the body from the MM540, engine from the Xylo, front suspension from the Scorpio Getaway, and rear axle from the Bolero Camper. Its name, inspired by the Thar desert, perfectly suited a machine built to conquer the wild.

Powered by a 2.5-litre turbo-diesel CRDe engine, 5-speed gearbox, and 2-speed transfer case, the Thar became India’s definitive off-roader. The Thar also had a DI variant which revived the iconic MM550 by pairing its proven chassis with the rugged DI powertrain. It quickly became a favourite in hill stations and deserts, celebrated for its raw capability and go-anywhere toughness.

A facelift in 2015–16 brought mild updates while preserving its rugged charm. Over a decade-long production run, Mahindra built 20,000+ units, with the final 700 signed by Anand Mahindra himself, a fitting tribute to a legend that redefined Indian off-roading forever.

Mahindra Thar 2^nd Gen (2020 – Present) and Thar Roxx (2024 – Present)

The Thar we see today isn’t just a mud-slinging off-roader anymore. When the new-gen Thar arrived in 2020, it changed everything. It brought proper refinement, road manners, and two serious powertrains: the 2.2-litre mHawk diesel from the Scorpio and the 2.0-litre mStallion turbo-petrol that made the Thar faster than anyone expected it to be. Suddenly, the Thar wasn’t just for enthusiasts it was for everyone who wanted a slice of adventure in their driveway.

Then came 2024, and Mahindra doubled down with the Thar Roxx, a larger, five-door version that blurred the line between a lifestyle 4×4 and a full-blown family SUV. It got leather upholstery, ADAS, an electronic parking brake, all the stuff we never thought we’d associate with a Thar. But even with all that polish, the heart’s still the same. A ladder-frame chassis, a low-range gearbox, and that unshakable go-anywhere DNA.

From the first Willys-built CJ2A to the Thar Roxx of today, Mahindra’s off-road story has come a long way. What started as a simple, no-nonsense machine for farmers and soldiers is now parked in city apartments and weekend villas. But even with all the leather seats, big screens, and fancy badging, the Thar hasn’t forgotten where it came from. It’s still rough around the edges in the best way. Because no matter how modern it gets, a Thar will always be a Jeep.

(Archival photo credit: Mr. Samuel Premkumar, Sam’s Mahindra Museum)

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In a country where true driver’s cars are rare and often out of reach, the RS stood tall as the attainable performance car fast enough to thrill, practical enough to live with, and subtle enough to fly under the radar.

Skoda Octavia RS – The Birth of “vRS”

The ‘vRS’ stands for Victory Rally Sport, a name that has become synonymous with accessible performance and motorsport pedigree. Globally, Skoda uses the ‘RS’ badge, short for Rally Sport, a designation that traces its roots back to the Skoda 180 RS and 200 RS rally cars of the 1970s.

These hand-built rally prototypes, featuring 1.8- and 2.0-litre four-cylinder engines, were created to showcase Skoda’s engineering prowess and endurance racing capabilities. The “RS” lineage symbolised the brand’s drive to combine rally performance with everyday usability — a formula that would eventually trickle down to their road cars decades later.

When Skoda decided to introduce these performance variants to the UK, they added a “v” to the RS badge, creating “vRS”, after Ford threatened legal action over their own use of “RS” on rally-inspired models like the Escort RS Cosworth. The compromise birthed a name that would go on to define a cult movement of its own.

Mk1 Skoda Octavia RS (2004–2010)

When the first Skoda Octavia RS arrived in India in 2004, it instantly became a legend in the making. Under its hood was a 1.8-litre turbocharged petrol engine producing 150 Hp figure that may sound modest today, but in the early 2000s, it was pure adrenaline. The Mk1 RS was the first-ever turbocharged petrol car sold in India, a statistic that perfectly showed why a figure as simple as 150 horsepower once defined performance for us Indian enthusiasts.

It had the right recipe: a manual gearbox, hydraulic steering, solid German build, that became synonymous with the RS identity. While most cars of its era were focused on mileage and affordability, the Octavia RS offered something far rarer, emotion. It wasn’t just a mode of transport that took you from point A to point B, it really showed how much fun you could have behind the wheel of a car while getting from point A to B.

At launch, the Mk1 Octavia RS was priced at around ₹13.3 lakh ex-showroom, a premium figure for its time, yet one that enthusiasts gladly paid for the thrill it offered.

Skoda also introduced the Octavia RS Combi, an estate version of the RS sedan. This was the only generation when both body styles were sold side by side. Successive generations, however, stuck only to the sedan or, as Europeans call it, the liftback.

It’s no exaggeration to say that this car laid the foundation for India’s performance car scene. Many of today’s tuners, racers, and enthusiasts began their journey behind the wheel of a yellow, red, or black RS. Even today, it’s not uncommon to see well-maintained examples fetching high resale values, proof that icons never die.

Mk2 Skoda Octavia RS – The Laura RS (2011 -2013)

Fast-forward to 2011. Skoda decided to revive the badge with the Laura RS, essentially a rebadged second-generation Octavia. The reason why Skoda did this was because it simultaneously sold the Mk1 Octavia and Mk2 Octavia in India. The Mk2 Octavia hence had to be given a different name and the Skoda Laura was born in 2006, the Laura received its first facelift in 2009. The Laura RS is based on the facelifted Skoda Laura.

On the surface, it looked every bit the part, a sporty body kit, iconic yellow paint option, RS badging, and sporty interiors. But beneath the skin, things were a little different.

To begin with, buyers of the Indian RS felt somewhat disappointed, and rightly so. Unlike its European counterpart that came with a 2.0-litre, 200 bhp TFSI engine, the Indian version used the same 1.8-litre turbocharged direct-injection petrol engine from the standard Laura TSI, producing 160 bhp. Essentially, it wore the RS badge proudly but didn’t have the hardware to fully justify it.

That said, the Laura RS wasn’t a bad car. It handled better than the standard Laura, had firmer suspension, and offered sharper steering feedback. But for enthusiasts expecting a spiritual successor to the original Mk1 RS, it felt more cosmetic than mechanical. The Laura RS was priced at ₹15.19 lakh ex-showroom.

In hindsight, though, the Laura RS has aged gracefully. It bridged the gap between two eras — the analogue thrill of the early 2000s and the digital sophistication that would define the future.

Mk3 Skoda Octavia RS – RS 230/245 (2017 – 2021)

Then came 2017, and Skoda decided to make things right. The Octavia RS 230 was the return of fire-breathing performance to Indian roads. Equipped with a 2.0-litre turbocharged TSI engine producing 230 Hp and 350 Nm of torque, mated to a 7 speed DSG gearbox, it was a proper European sports sedan wrapped in a practical shell.

It could sprint from 0–100 km/h in 6.8 seconds, yet still seat five comfortably and carry their luggage. This was the RS reborn — matured, faster, and more refined than ever. The Mk3 Octavia RS 230 was priced at ₹26.25 lakh ex-showroom, reflecting its move into a more premium performance segment. Its success reignited the performance segment in India, with enthusiasts calling it “the ultimate sleeper.”

Skoda pushed the envelope even further with the Octavia RS 245 in 2020 — a limited-run model that became an instant hit. With 245 PS and 370 Nm, a lowered ride height, 19-inch alloys and a sharper suspension setup, this was the most powerful Skoda ever sold in India at that time.

It was imported as a CBU, making it rare and expensive, only 200 units were allotted for India. The Octavia RS 245 was priced at ₹35.99 lakh ex-showroom. The covid pandemic’s timing didn’t help, but for the lucky few who got one, it was a dream come true. The RS 245 was the perfect send-off, a farewell before the next chapter began.

Mk4 Skoda Octavia RS (2025 – present)

The story doesn’t end there. In 2025, Skoda has introduced the latest Octavia RS, proving that the badge remains as relevant and revered as ever.

This time around, it packs a 2.0-litre turbocharged petrol engine producing 265 PS and 370 Nm of torque, with a 0–100 km/h sprint time of just 6.4 seconds and an electronically limited top speed of 250 km/h. Making it the most powerful Octavia RS ever.

Inside, it’s a technological leap, a 13-inch touchscreen, 10-inch digital instrument cluster, sports seats with red stitching, ambient lighting, and wireless smartphone connectivity make it feel every bit like a modern European grand tourer.

However, exclusivity was the key theme. India received only 100 units of the Mk4 RS, and every single one was sold out in 20 minutes of the bookings being opened for customers. Priced at ₹49.99 lakh (ex-showroom), it wasn’t the attainable performance car the original RS once was, it is a statement piece for those who truly understood what those three letters stood for.

The Legacy Lives On

Today, the Skoda Octavia RS isn’t just remembered for its numbers or specs, it’s remembered for how it made people feel. It bridged generations, inspired communities, and gave enthusiasts a taste of European performance that didn’t break the bank.

In a time when most brands are chasing trends, the RS remains a symbol of pure, driver-focused engineering an icon that defined what it means to fall in love with driving.

The badge may have started as “Rally Sport,” but in India, it became something much bigger — Respect, Soul, and Speed

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