For decades, global automotive players have viewed and, in some cases continue to view India as an evolving, price-sensitive market dominated by the “small” and “cheap” car. One global manufacturer, however, chose to think differently. In 2019, they took a giant leap of faith by launching a mid-size SUV loaded with features and technology, betting that Indian buyers were ready for more. That bet paid off. Big time.

The car went on to sell over 560,000 units in just six years. By now, you’ve probably figured out that the car I’m talking about is the Kia Seltos. These numbers clearly highlight just how crucial the Seltos has been for Kia India not just as a product, but as the cornerstone that shaped the brand’s image and influenced customer perception across Kia’s entire lineup.

Six years later, Kia has decided to give its blue-eyed boy a complete makeover, ushering in an all-new generation that will play a defining role in shaping the brand’s future in India. So, what’s changed and does the new Seltos still have what it takes? Let’s find out.

2^nd Gen Kia Seltos – Exterior Design

Start with the design and it is immediately clear that Kia has avoided a “playing it safe” design approach, and that decision works in the Seltos’ favour. This is not an evolution or a mild redesign. The new generation Seltos is a full reinvention. Park it next to the outgoing model and the resemblance is almost non-existent. The softer, more rounded surfaces of the old car are gone, replaced by a bolder, more upright and far more imposing design.

The front end sets the tone for the entire redesign. The grille is taller and squarer, finished with intricate vertical gunmetal elements that give the Seltos a much more serious face. Boxy LED headlamps sit on either side, with the vertical DRLs extending outward features a distinctive lightning bolt style signature. Combined with the wider stance, the Seltos looks closer in design to Kia’s larger global SUVs like the Telluride. The new Seltos feels like a scaled down global SUV.

From the side, the change in proportions becomes clearer. The new Seltos has grown by 95 mm in length and 30 mm in width and now measures 4,460 mm long, 1,830 mm wide and 1,635 mm tall. The wheelbase has been stretched to 2,690 mm, which is an 80 mm increase, and this visually gives the car a more planted stance while also promising gains in interior space, which we will get to later. The stronger shoulder line, more upright profile and chunkier cladding reinforce the sense that this is a more substantial SUV than before, moving away from a crossover look to something more solid and confident.

Kia has also increased the ground clearance to 200 mm, a figure that places it right in the thick of the segment and signals a more SUV first approach, though we will come back to how that translates in the real world later. That said, not every design decision lands perfectly. On a few variants, Kia has added neon coloured brake callipers, which feels like pushing things a bit too far. I have always welcomed newer and bolder design ideas, but neon callipers on a family SUV come across as more gimmicky than tasteful.

At the rear, the transformation is completed convincingly. The number plate has been repositioned lower onto the bumper, which cleans up the tailgate and makes the overall design look neater. The standout element, though, is the new inverted L themed LED lighting signature that stretches across the width of the rear, giving the Seltos a wider stance. Combined with the revised tailgate and cleaner bumper treatment, it brings the Seltos in line with Kia’s latest global design direction.

2^nd Gen Kia Seltos – Interior Design

Once you’re inside it is obvious that the biggest leap forward has happened inside. The cabin no longer feels like an upgrade of the old Seltos but a clean break from it, with a layout that is more contemporary, more premium and far more tech focused.

The dashboard adopts a layered design dominated by a wide digital layout. A 12.3 inch touchscreen handles infotainment duties, a matching 12.3 inch screen sits behind the steering wheel for instrumentation, and a separate 5.0 inch display manages climate controls. Even with this strong digital presence, Kia has resisted the temptation to go fully touch dependent, retaining physical buttons and knobs for key functions, which is something I genuinely appreciate. At a time when many manufacturers are deleting buttons altogether, having tactile controls you can operate without taking your eyes off the road still matters.

There is a clear improvement in perceived quality as well. The steering wheel is completely new, moving to a three spoke design and incorporating drive and traction mode selectors. On higher trims, the feature list is long and genuinely impressive, with ventilated front seats, a panoramic sunroof, wireless phone charging, wireless Apple CarPlay and Android Auto, a powered driver’s seat with memory, rear sunshades, dual tone upholstery, a 360-degree camera, an eight speaker Bose sound system, 64 colour ambient lighting, over the air updates, connected car tech and Level 2 ADAS.

The suspension setup on the new Seltos is a clear step forward over the older model and feels noticeably more polished in everyday driving. The new setup offers a nice balance between comfort and control. At city speeds, while there is still a hint of firmness over sharp bumps, the overall ride feels more settled and less nervous than before. As speeds rise, the improvements become more evident, with the SUV staying planted and composed even on uneven surfaces.

Out on the highway, the Seltos inspires confidence. It handles long undulations and broken patches with maturity, rarely feeling unsettled, and remains stable even with the larger 18-inch wheels. Through corners, body movements are well controlled and the suspension works in harmony with the chassis to deliver predictable handling. Overall, the updated suspension makes the new Seltos feel more comfortable, more stable, and better-rounded than its predecessor, especially for long-distance driving.

Complementing these engines is a significantly improved chassis setup. Suspension revisions have resulted in better control over body movements, with body roll now well contained through corners. The Seltos feels more composed when pushed, inspiring greater confidence than the older model. Direction changes are handled cleanly, and overall stability has improved, making it feel more secure and predictable, especially at higher speeds. Together, the refined engines and sorted handling give the Seltos facelift a more mature and capable driving character.

The post 2026 Kia Seltos Review: Bigger, Bolder but Better? first appeared on Shutterdrives.

The post 2026 Kia Seltos Review: Bigger, Bolder but Better? appeared first on Shutterdrives.

The post 2026 Kia Seltos Review: Bigger, Bolder but Better? appeared first on Shutterdrives.

Tata Sierra – Exterior Design

The post Tata Sierra garners over 70,000 bookings on First Day: Test drive, Delivery Details here first appeared on Shutterdrives.

The post Tata Sierra garners over 70,000 bookings on First Day: Test drive, Delivery Details here appeared first on Shutterdrives.

The post Tata Sierra garners over 70,000 bookings on First Day: Test drive, Delivery Details here appeared first on Shutterdrives.

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.

The post The Story of the Tata Sierra: From 90s Legend to Modern Icon first appeared on Shutterdrives.

The post The Story of the Tata Sierra: From 90s Legend to Modern Icon appeared first on Shutterdrives.

The post The Story of the Tata Sierra: From 90s Legend to Modern Icon appeared first on Shutterdrives.

Tata Sierra – Exterior Design

Tata’s designers have kept the Sierra’s distinct identity intact while pushing it into 2025 with bold, futuristic elements. The front gets a full-width LED light bar, a textured grille, and headlamps positioned lower on the bumper for a more rugged stance. The SUV’s trademark Alpine window-inspired profile returns in a more contemporary interpretation, helped by a blacked-out B-pillar and contrasting roof. During the design presentation it was revealed that the headlights on the Sierra are in the slimmest in India, measuring in at just 17 mm.

At the rear, a connected taillamp and short overhangs maintain the upright, boxy character. Other notable exterior touches include flush door handles, 19-inch dual-tone alloys, generous black cladding, and silver rear skid plates.

Tata Sierra – Interior Design 

Step inside, and the Sierra feels and looks premium. The dashboard is dominated by a triple-screen setup, a fully digital instrument cluster for the driver and two shared infotainment displays for navigation, entertainment, and passenger-controlled functions. Borrowing few cues from the Curvv, the SUV gets a new four-spoke steering wheel with an illuminated Tata logo. The cabin’s black-grey theme is complemented by soft-touch materials and thoughtful storage spaces.

Tata has kitted out the all-new Sierra with a host of tech and features, iRA 2.0 connected car suite with a Snapdragon processor & 5G connectivity, Over-the-air updates,dual 12.3-inch screen, one for the passenger and one central screen, the driver display is a 10.25 inch unit, 12-speaker JBL system with a soundbar & Dolby Atmos, Arcade app store, HypAR head-up display, Dual-zone climate control, Panoramic sunroof, Wireless charging, mood lighting, 360-degree camera, rear sunshades, and more.

Higher variants offer luxuries like ventilated and powered front seats with memory settings, a powered tailgate with gesture control, reclining rear seats, a cooled glovebox and Type-C ports

Tata Sierra – Variants and Colour Options

The Sierra range spans seven trims – Smart Plus, Pure, Pure Plus, Adventure, Adventure Plus, and Accomplished. Tata is offering six paint options with colourful, destination-inspired names such as Bengal Rouge, Andaman Adventure, and Munnar Mist. A stealthy Dark Edition is also expected to join the portfolio.

Tata Sierra – Powertrain Options 

Tata is offering the Sierra with three distinct 1.5-litre engines, giving buyers the choice between diesel and two petrol units

1. 1.5-litre Kryotec diesel: 118 hp, 280 Nm
2. 1.5-litre naturally aspirated petrol: 106 hp, 145 Nm
3. 1.5-litre Hyperion turbo-petrol: 160 hp, 260 Nm

All the engines can be paired with either a manual or automatic transmission. The company has also confirmed that the all-wheel-drive variant is in the pipeline, which could make the Sierra one of the few lifestyle SUVs in its class with AWD capability.

Tata Sierra – Safety Suite 

The Sierra packs in Level 2 ADAS, six airbags, front parking sensors, an electronic parking brake with auto hold, and upgraded LED headlamps with a “turbo boost” high-beam function. During the product presentation, Tata showcased an internal crash test of the Sierra, where two Sierras collided head on. Tata claims that the new Sierra will be their safest car yet. The electronic parking brake has been made standard across all variants.

Tata Sierra – Market Positioning and Rivals 

The new Tata Sierra is positioned as a premium, design-focused SUV aimed at buyers who want something more distinctive than the usual mid-size options. It sits in the same space as the Hyundai Creta, Kia Seltos, Maruti Suzuki Victoris and Toyota Hyryder, but differs in the way it leans on its heritage and stands out through its styling and cabin experience. The proof will be in the pudding when we drive the car at a later date and bring you a detailed review.

The post 2025 Tata Sierra Arrives at Rs 11.49 Lakh: Here’s Everything You Need to Know first appeared on Shutterdrives.

The post 2025 Tata Sierra Arrives at Rs 11.49 Lakh: Here’s Everything You Need to Know appeared first on Shutterdrives.

The post 2025 Tata Sierra Arrives at Rs 11.49 Lakh: Here’s Everything You Need to Know appeared first on Shutterdrives.

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)

The post The Evolution of Legends: The 10 Most Important Mahindra Jeeps That Led to the Thar first appeared on Shutterdrives.

The post The Evolution of Legends: The 10 Most Important Mahindra Jeeps That Led to the Thar appeared first on Shutterdrives.

The post The Evolution of Legends: The 10 Most Important Mahindra Jeeps That Led to the Thar appeared first on Shutterdrives.

While Toyota has confirmed the model’s global debut for the first half of 2026 in Australia, there is currently no official word on when or whether the Toyota LandCruiser Hybrid will be launched in India. The announcement comes a few months after Toyota reintroduced the standard Land Cruiser 300 in India in two variants—ZX and GR Sport.

Toyota LandCruiser Hybrid – Exterior Design

The Toyota LandCruiser Hybrid maintains the vehicle’s classic upright and functional design while introducing some new elements specifically for the hybrid. The exterior continues with the LandCruiser’s signature boxy proportions, tall stance, and flat bonnet—elements that serve both form and function, especially in off-road conditions.

Visual updates include revised LED headlamps, a simplified front grille with hybrid badging, and minor aerodynamic improvements. Reinforced skid plates and squared wheel arches reinforce the SUV’s off-road credentials. The changes are evolutionary, not revolutionary—keeping the design familiar to long-time customers while signalling a new mechanical direction underneath.

Inside, the Toyota LandCruiser Hybrid is expected to offer a balance between modern comfort and rugged practicality. While official cabin images are yet to be revealed we can expect minimal changes and the layout to be very familiar to the non-hybrid model. Features such as a large 12.3 inch touchscreen interface, digital driver display, and physical controls for essential off-road functions are likely to be part of the equipment list, based on the current 300 Series layout.

Toyota LandCruiser Hybrid – Powertrain

The beating heart of the new model is a 3.5-litre twin-turbocharged petrol V6 engine mated to a single electric motor in a parallel hybrid configuration. This setup marks a departure from the current 3.3-litre twin-turbo diesel V6 offered in many markets and is claimed to deliver both improved performance and enhanced throttle response.

Toyota claims the hybrid system has been developed with towing and off-road performance in mind, rather than purely for fuel economy. While final output figures are yet to be confirmed, the manufacturer has indicated that power and torque will exceed those of the diesel-powered LandCruiser.

The Toyota LandCruiser Hybrid has undergone extensive durability testing in varied terrain, including high-temperature environments and rough surfaces, to ensure that electrification does not come at the cost of reliability—a feature that has long defined the LandCruiser badge.

Toyota LandCruiser Hybrid – Off-Road Capabilities

Despite the shift to hybrid power, Toyota says the LandCruiser’s off-road capabilities have not been compromised. The vehicle will retain a body-on-frame construction and continue to offer full-time four-wheel drive with multiple terrain modes, locking differentials, and crawl control systems.

Toyota claims that the integration of the electric motor allows for smoother torque delivery, which could prove advantageous in low-speed off-road driving scenarios. Toyota has stated that throttle response has been calibrated to offer precision and control, especially over rocky or uneven terrain.

Battery placement and electrical system protection have also been engineered for high resilience. Underbody shielding and component sealing will enable the vehicle to perform in water crossings and dusty environments.

Toyota LandCruiser Hybrid – India Launch

As of now, there is no confirmation regarding the Toyota LandCruiser Hybrid’s availability in the Indian market. Toyota had reintroduced the Land Cruiser 300 in India recently in limited numbers, offering it in ZX and GR Sport trims, priced around ₹2.31 crore and ₹2.41 crore (ex-showroom) respectively. These variants continue to use the diesel engine and are imported via the CBU route.

It remains to be seen whether Toyota will consider bringing the Toyota LandCruiser Hybrid to India, especially in light of the government’s growing push towards electrification and the brand’s own hybrid expansion plans in the country in the form of the Innova Hycross and Urban Cruiser Hyryder. However, pricing, import regulations, and market demand will likely play a crucial role.

The post Toyota LandCruiser Hybrid Revealed for 2026– Check Efficiency, Power and More first appeared on Shutterdrives.

The post Toyota LandCruiser Hybrid Revealed for 2026– Check Efficiency, Power and More appeared first on Shutterdrives.

The post Toyota LandCruiser Hybrid Revealed for 2026– Check Efficiency, Power and More appeared first on Shutterdrives.

Starting off with the new kid on the block – The Tata Altroz facelift. Launched a mere 10 days ago, Altroz builds on the strengths of its predecessor. Tata has given the Altroz a comprehensive update both on the outside and the inside. The Altroz wears Tata’s new design language with style. You get a re-designed front facia with the new 2-D Tata logo, in the rear following with today’s design trend the Altroz wears a connected taillamp.

The Hyundai i20 is the oldest player in this segment and has been around since 2008. Now in its third generation, the i20 continues to offer tough competition by playing to its strengths of design, tech, and urban appeal. Hyundai gave it a mild update last year, keeping the core mechanicals unchanged but refreshed the styling with a new grille, sharper LED lighting elements, and subtle tweaks to the bumper and alloy designs. The silhouette remains familiar, but small design touches keep it looking relevant.

The Maruti Suzuki Baleno may not have been the first premium hatchback in India, but it quickly became the best-selling one. The Baleno sticks to a more understated approach compared to its rivals. Maruti hasn’t made dramatic design changes, but the updated model looks sharper with its revised front grille, new LED headlamps, and a more sculpted bumper. The rear too gets tweaked LED elements, though the overall shape remains familiar and conservative—which isn’t necessarily a bad thing in this segment.

Tata Altroz facelift vs Hyundai i20 vs Maruti Baleno: Engine Options

When it comes to powertrain flexibility, the Altroz comfortably leads the pack. It offers the widest range of engine and gearbox combinations in this segment. The lineup starts with a 1.2-litre naturally aspirated petrol engine powered at 88 Hp and 115 Nm of torque, available with a 5-speed manual, a 5-speed AMT, or a 6-speed dual-clutch automatic. Tata also offers a CNG version of this same engine, though it’s only available with the manual gearbox. For buyers still looking for diesel in a hatchback, the Altroz remains the last standing option—with a 1.5-litre turbo diesel paired exclusively to a 5-speed manual. Power output for the diesel stands at 90 Hp and 200 Nm of torque.

The Hyundai i20 keeps its engine lineup simple, offering a single 1.2-litre naturally aspirated petrol motor across variants. It delivers 83 Hp when paired with the 5-speed manual gearbox, while the IVT automatic bumps the output slightly to 88 Hp. The Maruti Suzuki Baleno is powered by a 1.2-litre DualJet petrol engine that produces 90 PS and 113 Nm of torque. Transmission choices include a 5-speed manual and a 5-speed AMT. In addition to petrol, the Baleno also comes with a factory-fitted CNG option, available only with the manual gearbox. In CNG mode, output drops slightly to 77.5 PS and 98.5 Nm.

Tata Altroz facelift vs Hyundai i20 vs Maruti Baleno: Features & Tech

The Tata Altroz, especially after the recent facelift, offers one of the most exhaustive equipment lists in this segment. Across variants, safety is a clear focus—six airbags are now standard, and higher trims add features like ESP, TPMS, a 360-degree camera, blind spot monitoring, and ISOFIX mounts. The cabin sees a significant tech lift with a 10.25-inch touchscreen by Harman, a fully digital instrument cluster with map integration, wireless Android Auto and Apple CarPlay, an air purifier, and connected car tech via Tata’s iRA suite. Convenience features include voice-assisted electric sunroof, wireless charging, rear AC vents, auto headlamps, rain-sensing wipers, cruise control, and even ventilated seats in top trims.

The i20 is positioned as a tech-forward, premium hatchback and largely delivers on that brief. The top variants get a 10.25-inch HD infotainment screen with built-in navigation, Bose 7-speaker audio system, wireless charging, and Hyundai’s Bluelink connected tech suite, which includes features like remote lock/unlock, vehicle status, and over-the-air updates. Six airbags are now standard across the range, along with ESC, VSM, HAC, and a tyre pressure monitoring system. Inside, it offers blue ambient lighting, a digital TFT cluster, leather-wrapped steering and gear knob, and a sliding front armrest. However, some comfort features like ventilated seats or a 360-degree camera are missing

The Baleno focuses on balancing features with accessibility. While it may not go all out like the Altroz or i20, the top-spec Alpha variant comes well-equipped with a 9-inch SmartPlay Pro+ infotainment screen, 360-degree camera, heads-up display, cruise control, auto headlamps, rear AC vents, and a flat-bottom steering wheel with audio controls. Safety has improved with up to six airbags offered in higher variants, alongside ESP, hill hold, ISOFIX, and standard dual airbags across the range.

All three cars bring distinct styling to the table, backed by strong lighting and design elements. The Tata Altroz gets LED headlamps, cornering fog lamps, connected LED tail lamps, and 16 diamond-cut alloys—giving it a sharper, sportier presence. The Hyundai i20 opts for a sleeker look with LED projector headlamps, Z-shaped LED tail lamps, a parametric grille, and diamond-cut alloys. It also gets puddle lamps and a shark fin antenna, though it skips fog lamps entirely. The Baleno keeps things subtle with LED projector headlamps, LED DRLs, LED tail lamps, and precision-cut alloys, while also offering UV-cut glass and auto headlamps on higher trims.

Tata Altroz facelift vs Hyundai i20 vs Maruti Baleno: Dimensions

In terms of dimensions, all three hatchbacks stay within the sub-4 metre mark but differ subtly in proportions. The Hyundai i20 is the widest at 1,775 mm and shares its 3,995 mm length with the Baleno, while the Altroz is slightly shorter at 3,990 mm. The Altroz stands tallest at 1,523 mm, offering better vertical space, while the i20 and Baleno are lower-slung at 1,505 mm and 1,500 mm respectively. The i20 also has the longest wheelbase at 2,580 mm, followed by the Baleno at 2,520 mm and Altroz at 2,501 mm. Boot space is highest in the Altroz at 345 litres, ahead of the Baleno’s 318 litres and the least in the i20 at 311 litres. Fuel tank capacity remains identical at 37 litres across all three.

Tata Altroz facelift vs Hyundai i20 vs Maruti Baleno: Price

Among the three, the Maruti Suzuki Baleno is the most affordable, with prices starting at ₹6.70 lakh for the base variant and going up to ₹9.92 lakh for the top-spec. The Tata Altroz follows closely, beginning at ₹6.89 lakh for the entry-leve variant and extending to around ₹11.49 lakh for the fully-loaded trims. The Hyundai i20 commands the highest starting price at ₹7.04 lakh, with its range peaking at approximately ₹11.25 lakh for the top-end variant.

The post Premium Hatchback Comparo – Tata Altroz vs Hyundai i20 vs Maruti Suzuki Baleno first appeared on Shutterdrives.

The post Premium Hatchback Comparo – Tata Altroz vs Hyundai i20 vs Maruti Suzuki Baleno appeared first on Shutterdrives.

The post Premium Hatchback Comparo – Tata Altroz vs Hyundai i20 vs Maruti Suzuki Baleno appeared first on Shutterdrives.

In terms of features, the new SX Plus trim gets LED headlights with DRLs, an 8-inch touchscreen infotainment system, a single-pane sunroof, automatic climate control, rear vents, wireless phone charger, cooled glovebox, ambient lighting, cruise control, front parking sensors, 16-inch alloy wheels, an 8-speaker Bose sound system, heated and ventilated front seats, leatherette seats, six airbags, ABD with EBD, ESC, TPMS, a rear parking camera and more.

The Hyundai Verna comes equipped with a number of standard safety features, notably including six airbags and Electronic Stability Control (ESC). Furthermore, the Verna has been subjected to independent crash safety evaluations by Global NCAP. In these tests, it earned a five-star safety rating for both adult and child occupant protection – a result that positions the Verna among the top performers for safety in its segment. 

As mentioned previously, this new SX Plus is offered only with a 1.5-litre, 4-cylinder, NA MPI petrol which produces 115hp of power and 143.8Nm torque. Gearbox options include a 6-speed manual or an IVT (CVT). It has claimed fuel efficiency of 19.6 kmpl for Auto and 18.6 kmpl for the manual variants.

On the contrary the Verna is also powered by 1.5 turbo petrol engine which puts out 160hp of power and 253Nm of torque. This engine can be paired with a 7-speed dual clutch automatic transmission or a 6-speed manual transmission.

The Verna has historically been a significant contributor to Hyundai’s sales volumes in India, and the strategic addition of these new variants was likely an attempt to reinforce its position against competitors such as the Honda City, Skoda Slavia and Volkswagen Virtus.

The post Hyundai Verna SX Plus launched in India at Rs 13.79 lakh: What’s new first appeared on Shutterdrives.

The post Hyundai Verna SX Plus launched in India at Rs 13.79 lakh: What’s new appeared first on Shutterdrives.

The post Hyundai Verna SX Plus launched in India at Rs 13.79 lakh: What’s new appeared first on Shutterdrives.

Porsche is a carmaker well-known to make some of the most iconic stuff of all time. And what could be more characteristically Porsche than the 911 range? We had the opportunity to try out every flavour of the 911 right from the standard, purist Carerra, to the GTS Hybrid— a true marvel of technology topping it up with the enthusiast favourite GT3RS. That’s not all though. The tasty GT4RS, arguably a more nimble and agile track weapon also made an appearance as did the full range of modern electrics, including the Taycan and Macan EVs.

However, before I talk about the track, Porsche had a surprise waiting for us. Our first task for the day— taking the Cayenne range of SUVs off-road! With a curated off-road track with obstacles such as chicken holes, steep climbs, banking angles and more, the Cayenne frankly felt extremely capable. Now who would think a Porsche would perform so well off the beaten path?

Next up was the track day, a marvellous two laps in the EVs, 911s and the GT4RS each felt surreal. Now, each car was incredibly fun although I still felt more of a connect with the purist favourite Carrera. There’s just something about an unadulterated experience that truly stands out. A simply flat-six, comfortable suspension yet with the raunchy looks, the oh-so-tight handling and the ability to go really fast. The GT3RS was a whole different spectrum however. A track weapon like none-else, one simply wonders how it could be bettered in the next avatar? It’s a bit too perfect— even for a Porsche! Something to ponder about.

A quick briefing later, it was time to experience the glory of electrification with the Taycan Turbo GT. Holding the title of the fastest production electric on the Yas Marina Circuit, Dubai, the 2.2 second 0-100kmph time sounds unrealistic. But when the car squats down preparing to launch itself, you realise it means business. Oh and business it meant. With an absolute razor sharp response, its speed feels like it might just beat the latest Apollo spacecraft. There must be some sorcery involved in developing the technology behind it!

The last task for the day was a quick slalom course in the 718 Spyder RS. While just recovering from the bone-tingling Turbo GT run, it provides a completely different perspective. That of absolute precision and how Porsche makes such good-handling cars. It’s not a small car, but it feels like driving a motorcycle— so quick on its feet. A bit sad though that the course got over much before I wanted to let go of the car!

Concluding the day with an extensive shoot of the entire lineup, it felt a bit of an iconic day. Just like the Porsche brand is etched in every enthusiasts mind worldwide, here I was getting to experience the DNA one car at a time.

The post A day behind the best driver’s car in the World ft. 2025 Porsche World Roadshow first appeared on Shutterdrives.

The post A day behind the best driver’s car in the World ft. 2025 Porsche World Roadshow appeared first on Shutterdrives.

The post A day behind the best driver’s car in the World ft. 2025 Porsche World Roadshow appeared first on Shutterdrives.

According to Mr. Unsoo Kim, Managing Director, Hyundai Motor India Limited— the company plans to introduced upto 26 new launches in the next five years which includes updates and facelifts of the current lineup as well as completely new products. Out of the total 26 launches being considered, 20 are likely to be ICE with the other 6 being EVs. Additionally, Hyundai also plans to introduce Hybrid technology in their future products.

Furthermore, Hyundai also released some interesting statistics. It says in rural markets, more than 67% of sales are from its SUV range. It also says the new Talegaon plant will commence operation in this financial year which will boost production capacity to meet the future projected growth.

As of this month, Hyundai sells a lineup of 13 products in India ranging from hatchbacks like the Grand i10 NIOS to SUVs such as the Tucson and Alcazar.

The post Hyundai launching 26 new products by 2030— check details here! first appeared on Shutterdrives.

The post Hyundai launching 26 new products by 2030— check details here! appeared first on Shutterdrives.

The post Hyundai launching 26 new products by 2030— check details here! appeared first on Shutterdrives.