WP Drives

If Lamborghinis look like they’ve time-travelled from the future, and Ferraris appear shaped in wind tunnels, Maseratis are all about sculpture – flowing lines, gentle curves and delicate details. I’m no art connoisseur, but the gorgeous GranTurismo seems very much part of the awe-inspiring scenery at Italian seaside town Trieste’s Piazza Unità d’Italia.  Maserati GranTurismo Exterior Design and Engineering – 9/10Classic GT proportions and Maserati details make it very eye-catching.There’s the impossibly long bonnet, the neatly tucked-in cabin and the flowing rear that has become a GranTurismo trademark. Signature Maserati cues remain intact too, from the triple vents behind the front wheels to the distinctive rear quarter window and the Trident proudly displayed on the C-pillar. Even the way the muscular rear haunches merge into the tail has an elegance that’s hard to ignore.Revised front bumper adds aggression to GranTurismo look.2026’s styling revisions are concentrated at the front. A larger grille sits lower down, flanked by bigger intercooler openings and a more pronounced splitter that together lend the GranTurismo a more aggressive face. At the rear, the clear-lens tail-lamps are the easiest (actually, only) way to identify the updated model. Oh, and if you see a GranTurismo without quad exhausts, you should know that you’re looking at the Folgore or electric version. Maserati GranTurismo Interior Space and Comfort – 8/10Inside too, the updates are subtle. The basic dash design is unchanged and is characterised by four screens – 12.2-inch digital dials, a 12.3-inch central infotainment screen, an 8.8-inch lower touchscreen and a digital clock.New steering and redone gear selector switches among the changes inside.The steering gets a new squared-off design wrapped in Alcantara, and behind it remain the wonderfully oversized aluminium paddle shifters fixed to the steering column. The uninspiring P, R, N and D buttons on the dash make way for feelsome metallic toggles, while the digital clock gets a new glass face to make it look more, ahem, analogue. It works.Interior is a happy blend of tech and craftsmanship.Despite the abundance of screens, the cabin retains a handcrafted and very Italian feel thanks to the quality of (most) materials and intricate detailing. Maserati would only be too happy to introduce buyers to its universe of upholstery, colour and trim options to create an interior that’s truly personal. The only ergonomic complaint is the seating position, which doesn’t go quite as low as expected in a car of this nature. On the matter of seats, the GranTurismo’s rear seats aren’t just for show (I’m looking at you, 911). They are genuinely usable for short stints or the odd getaway. There’s a usable boot too, for your Gucci luggage.Maserati GranTurismo Features and Safety – 7/10New-age tech meets old-school warmth in here.The GranTurismo comes with a fair bit of kit as standard. The front seats are powered and heated/ventilated, there’s a fabulous Sonus Faber sound system and enough screens to tell you you’re in 2026. The digital dials are easy to refer to, while the main touchscreen is also easy enough to navigate through. It does feel like a Stellantis group system rather than a bespoke Maserati unit, though. We’re not fans of touchscreens for climate control functions, but Maserati’s solution is among the best of the kind. Swipe sideways across the screen to adjust blower speed and vertically for temperature – intuitive to use on the move.The safety suite includes camera- and radar-based ADAS.Maserati GranTurismo Performance and Refinement – 8/10Modena’s 490hp V6 offers smooth, effortless acceleration; Trofeo’s 590hp is more emotive.Power comes from Maserati’s own 3.0-litre twin-turbocharged ‘Nettuno’ petrol V6. In Modena guise as tested here, it produces 490hp, while the Trofeo’s output rises to 590hp from the previous 550hp. There’s also the ethanol-blending-proof all-electric Folgore, whose three-motor setup develops 760hp. GranTurismo Modena does 0-100kph in 3.9 sec; Trofeo takes 3.5 sec.On the road, the GranTurismo immediately reminds you that it is, above all else, a grand tourer. Despite producing nearly 500hp, it never feels urgent or hyperactive. Instead, its responses are measured and relaxed. Press the throttle harder, and the performance arrives in one smooth, effortless surge rather than an explosive punch. Maserati claims 0-100kph in 3.9 seconds for the Modena and 3.5 seconds for the Trofeo, but it’s the manner in which the speed builds that defines the experience. It launches with elegance rather than violence.The V6 complements that character perfectly. There’s a constant gruffness to its soundtrack that grows richer as the revs climb. The Trofeo benefits from a more emotive exhaust note.Maserati GranTurismo Efficiency/Range – 5/10GranTurismo excels as a grand tourer, prioritising comfort over urgency.Maserati’s V6 features cylinder deactivation and will shut off the right bank of cylinders at light loads in the interest of better efficiency. As it is, the GranTurismo’s V6 will be more efficient than the V8s in some rivals, but only just. The GranTurismo will happily work through a full tank of 100-octane fuel if you drive with vigour, and even on relaxed drives, you’re looking at real-world figures in the region of 5-6kpl. The all-electric Folgore does have more to offer with the update. Range is up by 80km to 540km (WLTP) thanks to a new front-axle disconnect function.Maserati GranTurismo Ride Comfort and Handling – 8/10At nearly five metres long and weighing around 1.8 tonnes, the GranTurismo is no lightweight sports car. Yet, its standard air-suspension and all-wheel-drive system help disguise its size remarkably well. It doesn’t dart into corners like a Porsche 911, but there’s a lovely fluidity to the way it changes direction. The steering, in particular, deserves praise for its natural weighting and excellent feel.Air suspension delivers a cushioned ride despite low-profile tyres.Ride comfort is another highlight. Despite its large wheels and low-profile tyres, the suspension absorbs imperfections with impressive composure. A new ‘Country’ drive mode raises the ride height by 20mm at speeds of up to 120kph, making it particularly relevant for Indian roads.Maserati GranTurismo Price and Verdict – 8/10The GranTurismo (and open-top Gran Cabrio) will go on sale in India in the coming months, and we expect the range to start around Rs 2.7 crore (ex-showroom) with the Trofeo’s closer to the Rs 3 crore mark. The all-electric Folgore will also be on offer. Updated Maserati GranTurismo is expected to cost Rs 2.7-3 crore (ex-showroom).Similar money could buy you a Porsche 911 GTS or a Mercedes-AMG GT, but I wouldn’t think of the GranTurismo as a direct rival. It’s not as focused as a performance car, but instead excels at a wider range of abilities. The GranTurismo story is as much about luxury as it is about sportiness. Ride comfort is a big plus, and for what it’s worth, the rear seats are usable too. It only helps that the GranTurismo is drop-dead gorgeous.For the wealthy few shopping in the segment, the GranTurismo deserves a long, hard look. You might just fall for it.  

Back in 2004, Toyota debuted its ‘Innovative International Multi-purpose Vehicle’ platform (or IMV for short), which spawned the seventh-generation Hilux and the first generation of the Fortuner and Innova. As for the Hilux, it moved on to the eighth generation in 2015, and we now have this, the new ninth-generation model, still underpinned by the IMV platform, albeit with major modifications and updates.2026 Toyota Hilux Exterior Design and Engineering – 7/10IMV platform sees a massive update; front styling goes all angularThe front end is now all very edgy and sharp. Cyber Sumo is how Toyota describes the styling.As with its predecessors, the ladder-frame construction remains, but plate thickness in the frame side rails has been increased to enhance rigidity and better resist torsional forces. The body, too, has seen an increase in rigidity, with the floor featuring an additional 36 spot welds; this also helps decrease vibrations.Interestingly, the platform is now fully electrified – impressive, given that installing a battery pack in a ladder-frame chassis is tricky due to the narrower-than-the-body width and the presence of cross members. It shows. The all-electric Hilux features a rather modest 59.2kWh battery pack. It’s unlikely to make its way here, though.17-inch rims provide for taller sidewalls – handy off-road.Other changes to the platform include spring and damper changes to improve ride comfort. As with the previous two generations, wheelbase remains the same at 3,085mm, and the length is identical to its predecessor at just over 5.3 metres.Front styling sees the biggest difference from the earlier model. It’s now all very edgy and sharp. ‘Cyber Sumo’ is how Toyota describes it – a cyborg Sumo wrestler, if you will. The headlights feature sharp daytime running lamps (DRLs), are much slimmer, and flow into a black panel emblazoned with the Toyota lettering. Below is a honeycomb grille flanked by triangular stylistic insets, and the lower end of the bumper retains the angular treatment, with sharp cuts to define its shape.Tail-lights now more angular; bumper features integrated footsteps on the rear and on the sides.The side, however, is more curved, with the doors gently profiled and resembling the previous model, but the cladding is a bit angular and runs the length of the pickup. At the rear end, there is now a side step to make loading and unloading cargo easier. Tail-lights are sharply outlined and flow more into the side profile, and, of course, the rear sees the now-iconic large Toyota lettering across the tailgate, which has a damped release.  2026 Toyota Hilux Interior Space and Comfort – 7/10Adequate cabin space but not what you might expect given the overall sizeDashboard gets a retro-modern style, very similar to that of the Land Cruiser Prado.Like the front-end styling, the new dashboard sees a big departure in styling too. It’s very retro-modern, with straight lines and chunky elements, similar to that of the Land Cruiser Prado. It houses rectangular AC vents and a pop-up centre touchscreen with chamfered lower edges. The steering wheel looks like a straight lift from the Prado, with the same three-spoke design, rectangular centre boss and chunky rectangular buttons.Cabin dimensions remain the same, but reprofiled seats give the backrests a bit more recline.The eighth-gen Hilux received a larger cabin volume, and this has been carried over to the new ninth-gen model. Space inside is thus decent, but going by the large vehicle footprint, you’d be forgiven if you expected more. At the rear, legroom is adequate even with a taller adult seated at the front; the seat backrests are still upright compared to a regular SUV, but the seats themselves have been reprofiled, making them feel just a bit more reclined than before. The headroom is good, and seating three adults at the rear is possible but will feel snug. At the front, the seats feel nice and supportive and are well profiled, with prominent side bolstering that should accommodate a wide body frame easily. They are also upholstered in a fabric that feels nice to the touch.Tailgate features damped release; expect the payload to be the same at 470kg.The load bed is large enough for items such as camping gear, but it’s quite high off the ground, so you’ll have to haul things in and out. The bumper has an integrated step at the rear and on either side as well to make that easier. Toyota has not yet disclosed payload capacity, but expect it to remain the same as before at 470kg.2026 Toyota Hilux Features and Safety – 7/10High on safety kit, but many comfort and convenience features missing360-degree camera is handy but has poor resolution.The new Hilux comes in three grades, with the top-spec variant featuring kit such as a 360-degree camera view – though resolution is poor – an 8-inch digital instrument panel and a 12.3-inch central touchscreen with wireless phone connectivity. The native OS styling appears quite outdated, but the screen resolution is good. There’s a wireless phone charging slot, but it’s quite deep, and retrieving your phone needs slim hands.Besides these and basic bits such as power windows and outside rearview mirrors (ORVMs), there’s not much else on the new Hilux. Features like auto HVAC, powered or ventilated seats and a rear defogger are all missing even in the fully loaded version.Misses key equipment such as automatic climate control; gets drive and terrain modes.Safety equipment is good, with 7 airbags standard on all variants, as is ESP. A tyre-pressure monitoring system, however, is only present on the top variant. As for a crash-test rating, the new Hilux has not been tested by Bharat NCAP or Global NCAP, but the Australia-spec model has received a 5-star rating under the ANCAP protocol.2026 Toyota Hilux Performance and Refinement – 9/10Good pulling power with a very refined engine and a vibe-free interiorThe new Hilux retains the same 2.8-litre 4-cylinder diesel that makes an identical 204hp and 500Nm of torque. A 6-speed torque-converter automatic is now the only gearbox option, and for the first time, Toyota India is offering the Hilux with a 4X2 drivetrain option.2.8-litre diesel engine has new mounts and is extremely refined, with low noise and vibration levels.There are three drive modes – Eco, Normal and Sport; all feel quite useable. Performance is strong, and even when pushed hard, it never feels out of breath. There’s a good amount of power available lower down in the rev range, and even through a forest trail with stones and muck, modulating power to keep momentum was easy.Shifts are expectedly smooth from the 6-speed autobox, and in Sport mode, the downshifts are quick enough both when left to its own devices and via inputs from the gear lever.Performance is quite potent, and it never feels out of breath. At high revs, the engine does get vocal, but for what is a workhorse, it’s quite acceptable. In fact, at everyday motoring speeds, sound levels are low, and refinement is excellent, with minimal to no vibrations around the cabin. Toyota says it has worked on improving this aspect with both hydraulic and shear-type engine mounts, a stiffened body frame and better cabin insulation.2026 Toyota Hilux Mileage and Efficiency – 8/10With a kerb weight of over two tonnes, expect single-digit real-world efficiency figuresToyota has yet to disclose the ARAI-rated fuel efficiency figures, but considering that the powertrain has been carried over, expect a similar figure of around 12kpl on the standard test cycle. In real-world usage, figures will hover in the single-digit zone, and only on relaxed highway cruising will you achieve double-digit mileage.2026 Toyota Hilux Ride Comfort and Handling – 7/10Comfy and unfazed over the big stuff, but skittish and firm on smaller ruts and bumpsOff-road is where the Hilux excels; 4X4 model gets low range as well as a rear locking differential. The suspension architecture has been carried over, with an independent double-wishbone coil spring setup at the front and a rigid axle with leaf springs at the rear. Toyota says it has reworked it to bring a bit more comfort, but that’s hard to verify in isolation, and perhaps a back-to-back drive would reveal the difference. On its own, it can soak up the tough bits such as large rocks and deep potholes; sharp edges are also well ironed out. The Hilux felt confident and sure-footed through a forest trail strewn with loose rocks. Much of the trail was manageable in 4X2 mode, but some bits required 4X4, which was all too easy for the pickup. There’s also a 4-Low ratio and terrain modes that help traction over loose surfaces. Ride is jittery at speed and with the rear cargo bed unloaded.However, it gets unsettled over smaller ruts and bumps that really shake up the cabin. The main reason here is the rigid rear axle, which, especially with the empty load bed, simply skips over these imperfections, resulting in a skittish and bouncy ride. Rear passengers, in particular, will feel this more. A loaded rear will improve things but will not bring this to passenger SUV comfort levels.As for handling, high-speed stability is good, but you know it’s a heavy vehicle, and you can feel its weight through corners. As before, steering effort remains heavy at low speeds, and with the Hilux’s massive length, it feels quite ponderous.2026 Toyota Hilux Value for Money – 7/104X2 makes it more affordable than before, but a lot of features are missingToyota has launched the new Hilux with the top variant priced at the same Rs 36.69 lakh (ex-showroom, India) as before, while the entry-level 4X2 variant costs less than any previous variant, at Rs 31.99 lakh. But in doing so, it has skipped a lot of features, even going by its predecessor’s list. The Hilux’s appeal then depends on which aspect of its ‘lifestyle pickup’ description you value more.Its sharp styling and sheer size give it that lifestyle-vehicle presence. However, inside, it feels utilitarian; the cabin isn’t premium in terms of materials, and it is very under-equipped. The heavy steering and bouncy ride also mean a workhorse-like experience rather than a luxury SUV.But that workhorse bit is exactly where the Toyota Hilux excels. The load bed is handy and can haul odd bits of gear, the engine is torquey and powerful, and what’s nice is that it is refined as well. The 4X4 system is very capable, and it’s got tough bones that will outlast pretty much anything you can throw at it. If a luxury SUV is what you’re after, you’ll be better off elsewhere, but if you’re looking for a rough-and-tough, go-anywhere, do-anything, outdoors kind of vehicle that looks the part and plays it too, then, in all probability, your search will end right here.

Kia has chosen the Syros to be its second mass-market EV for the Indian market. Despite its superb packaging, oddball styling and high initial prices held back the original ICE version against traditional compact SUV rivals. However, EV customers are generally more accepting of avant-garde design, so can the Syros EV find success where the ICE version couldn’t? We drove it in Bengaluru to find out.Kia Syros EV Exterior Design and Engineering – 7/10EV has a slimmer intake above the number plate and a slightly different lower bumper.A game of spot the difference between the Syros EV and the ICE version would prove challenging for the casual observer, so here is the cheat sheet. Up front, the bumper is ever so slightly different, with a slimmer cooling slot above the number plate and minor tweaks to the body-coloured triangular pods that house the LED fog lamps. Apart from the charging port on the front left fender and the shorter roof rails, the profile is unchanged. Crouch down, though, and you’ll notice the battery pack is visible, like it is on the Hyundai Creta Electric. Kia claims ground clearance is 197mm, which is 7mm more than the ICE version. The tri-spoke 17-inch alloys are the same ones that debuted on the ICE car but were discontinued with the facelift. No differences round the back either, save for an EV badge on the tailgate.Split lighting lifts the otherwise bland rear.If you didn’t like the way the Syros looked, the EV isn’t going to change your mind. It is distinctive, though – like a Japanese kei car, only larger and Korean. Its blanked-off fascia looks appropriate on an EV, and the vertically oriented headlights give it a unique look. The cladding lower down on the bumper carries on to the wheel arches, doors and the rear, adding some muscle. Breaking up the large greenhouse are the pronounced B-pillar and the upward kink in the C-pillar, both of which are neatly done. And while the tailgate looks a bit blank, the split lighting – with L-shaped elements framing the rear windscreen and larger units at the edge of the bumper – looks great when lit up.Syros EV Interior Space and Comfort – 10/10Dash layout is identical to that of the ICE version, but it gets the 3-spoke steering wheel from the Seltos.Step inside, and you start to understand why the Syros EV looks the way it does. Space for passengers, their knick-knacks and luggage is abundant. With the EV’s drive selector positioned on the steering column, Kia has re-engineered the centre console to create a lot more storage space. It now has two levels: the top floating portion has a small cubby under the armrest, along with two cup holders with their own sliding cover, while the lower level has a large storage area for a bag or similar items, another cup holder and a wireless charger. The front door pockets are just as accommodating, with room for a couple of bottles and an umbrella.New centre console has a lot of storage spaces.The front seats are supportive and comfortable, with heating and ventilation, along with 4-way power adjustment for the driver. While the dash layout is unchanged, the EV gets the Seltos’s three-spoke steering wheel, but adjustment is still limited to rake and not reach. The EV uses a slightly different colour palette inside: our HTX+ test car gets a smart-looking black-and-off-white theme, the X-Line features a darker black-and-green ambience, while all other trims get an airy light grey-and-pastel-blue theme. While most surfaces are hard plastic, the quality of the materials, fit and finish is top-notch.Front seats are comfy, with heating, ventilation and power adjustment for the driver.The back seat remains a highlight, with plenty of room all around. The floor is slightly higher because of the battery pack, which means thigh support isn’t as good as in the ICE version. However, if you slide the bench back and stretch out, this isn’t much of an issue. A benefit of the raised floor is that it is now completely flat. Ventilation for the seat base carries over, but the backrest still misses out, as Kia says it would restrict its recline angle.Higher floor slightly affects thigh support, but there’s ample room to stretch out.Boot space is identical to the ICE Syros at 390 litres with the seat all the way back and 465 litres with it slid forward. The rear seat also split-folds – though not completely flat – to carry longer items. There is a 16-litre frunk too, though it is rather narrow.Kia Syros EV Features and Safety – 9/10Sitting proud on the dash is what Kia calls the Trinity Panoramic Display, comprising two 12.3-inch screens for the infotainment and driver’s display, with a 5-inch screen in between for the HVAC controls. The driver’s display is logically laid out, easy to read and offers some customisation, while the infotainment unit is sharp, snappy and has a clean UI. The EV gets a dedicated tab that shows several parameters related to the battery, range and energy consumption. It can also help find the nearest charger, condition the battery before charging and even set up charging schedules.Handy drive mode button to cycle between Eco, Normal and Sport modes.The infotainment also offers wireless Android Auto and Apple CarPlay and, on the top trims, powers a superb Harman Kardon audio system with eight speakers, including one on the dash and a subwoofer in the boot. Sunblinds and rear AC vents are standard, while the massive panoramic sunroof features on all but the bottom two trims. Our second-from-top HTX+ also gets an integrated dashcam.360-degree camera is sharp but only available on the top X-Line trim.Overall, the Syros EV is very well-equipped, but some features are available only on the top X-Line variant, including Level 2 ADAS (advanced driver assistance systems), ambient lighting, a 360-degree camera and a household-style three-pin socket in the back seat. Restricting features to the top trim isn’t unusual; however, the X-Line can only be had in Aurora Black Pearl or Matte Graphite, which might not be to all tastes.V2L power outlet under the rear seat.The standard safety suite is robust, including six airbags, all-wheel disc brakes, tyre-pressure monitoring and Isofix mounts. The ADAS suite is also comprehensive, including adaptive cruise control with stop-and-go, lane-keep assist, forward and rear collision avoidance and a blind-spot camera. At the time of writing, the Syros EV does not yet have an official crash-safety rating, but considering the ICE version has a five-star BNCAP rating, a similar result for the EV can be expected.Kia Syros EV Performance and Refinement – 9/10The Syros EV is available with the same 42kWh and 51.4kWh NMC battery packs as the Carens Clavis EV and Hyundai Creta Electric. Here, too, they power a single motor on the front axle, producing 135hp with the smaller battery and 171hp with the extended-range version. Torque is identical on both at 255Nm.Borrows the 42kWh and 51.4kWh battery packs from the Carens Clavis EV.The 0-100kph sprint is claimed to take 8.1 seconds, and though we couldn’t verify this, performance felt brisk on our 51.4kWh test car. There are three drive modes to choose from – Eco, Normal and Sport – with each sharpening throttle response a little more than the last. The initial response in all modes is linear so as not to overwhelm those who aren’t used to the instant torque, but there is a strong shove as you get further into the throttle. Overtaking, then, is quite effortless, even in Eco and Normal, almost never needing a switch to Sport for a quick pass.Initial acceleration is linear, but there is plenty of shove for quick overtakes.The regen braking modes – selected via the paddleshifters – are also very well-calibrated, with a noticeable increase in resistance in each mode and the ability to turn it off completely. Holding the left paddle engages one-pedal driving, which uses regen to bring the car to a full stop. It works quite seamlessly and can be very convenient once you get used to it.Regen modes are well-calibrated, and the i-Pedal function is handy in the city.Refinement is good, too, with no noticeable motor whine making its way into the cabin. It’s so quiet, in fact, that Kia has added a virtual humming sound to warn pedestrians. Since there is no engine note inside the cabin, you do hear a bit more road noise, but at no point does it become intrusive.Kia Syros EV Range and Efficiency – 8/10Claimed MIDC range is 526km for the 51.4kWh battery and 443km for the 42kWh unit. Our short drive didn’t allow us to test these claims, but if the real-world range we achieved in the Clavis EV and Creta Electric is anything to go by, the Syros EV Extended Range should comfortably manage around 400km on a single charge. We will verify this when we have the car for longer.Capable of DC fast charging at up to 100kW.Topping up a depleted battery from 10 to 80 percent is said to take 39 minutes on a 100kW DC fast charger. The same charge using the optional 11kW wallbox charger is said to take almost five hours for the Extended Range and four hours for the Standard Range.Kia Syros EV Ride Comfort and Handling – 8/10The ride on the Syros EV is a touch more absorbent than on its ICE counterpart. Sharp bumps don’t come through to the cabin as abruptly, but there is still an underlying firmness to it. This firmness is there to help body control, but being a tall, narrow car, there is still a fair bit of body roll through the corners. It does feel stable, though, and overall grip is strong.There’s plenty of body roll, but it remains stable through the bends.Steering feel is also good, and it weighs up as speeds rise, which helps with high-speed stability. The four-wheel disc brakes are strong, too, bringing the Syros to a confident halt when you drop the anchors. Overall, it isn’t the most entertaining car to drive, but it feels stable and secure at speed while being easy to manoeuvre in tight spaces.Kia Syros EV Value for Money – 7/10Introductory prices for the Syros EV start at Rs 13.5 lakh for the 42kWh version and Rs 17 lakh for the 51.4kWh Extended Range. If you want the fully loaded X-Line, that’ll be a cool Rs 20 lakh. To reduce the upfront purchase cost, a Battery-as-a-Service (BaaS) scheme is available, with prices starting at Rs 7.99 lakh plus a battery rental of Rs 3.3 per kilometre. To sweeten the deal, Kia is offering a 15-year/unlimited-kilometre HV battery warranty for the first owner, along with an assured buyback value of up to 80 percent after three years.Its pricing means the Syros EV rivals the Tata Nexon EV and Mahindra XUV 3XO EV, as well as larger EVs like the MG Windsor and Maruti e Vitara. As such, the 42kWh Syros EV makes for a very compelling option, undercutting its rivals in the sub-four-metre EV space. It is easily the most spacious in this segment and is very well-equipped even in the lower trims. However, its case weakens with the 51.4kWh Extended Range. It is significantly pricier than its immediate rivals, overlapping with the larger-battery versions of the Windsor and e Vitara. While the Syros EV has its merits and even outdoes them in some areas, buyers might find the allure of a bigger car for the same money too hard to resist.

The Mercedes-AMG E 53 Hybrid 4Matic+ arrives at a time when performance cars are expected to do more than simply go fast. It has to deliver the pace and character of an AMG while meeting stricter emissions norms and evolving buyer expectations. The result is a plug-in hybrid sports sedan that pairs a 3.0-litre turbo-petrol inline-six engine with an electric motor for a combined 585hp while also offering enough electric-only range for mundane daily drives.But it’s not just an E-Class with a bigger battery and smaller wheelbase. The E 53 gets AMG-specific chassis hardware, rear-wheel steering, rear-biased 4Matic+ all-wheel drive and a host of performance electronics designed to offset the considerable additional weight. So, can it deliver the thrills enthusiasts expect from an AMG while remaining a genuinely usable everyday luxury sedan?Mercedes-AMG E 53 Exterior Design and EngineeringThe E 53 looks noticeably more purposeful than the standard E-Class without going overboard. Up front, the signature Panamericana grille gets illuminated surrounds and is flanked by larger air intakes, while sculpted bonnet creases add visual aggression.There’s a good amount of muscle with aggressive bumpers, big grille and bonnet creases.Flared wheel arches house larger 20-inch alloys, replacing the previous car’s 19-inch wheels, and the standard-wheelbase stance gives it sportier proportions than the long-wheelbase E-Class sold in India.At the rear, the quad-exhaust finishers, diffuser, ducktail spoiler and red-outlined E 53 badging complete the transformation. The spoiler is large enough to be noticed but won’t do much for downforce.Not being a long-wheelbase car gives it perfect proportions.Overall, it’s handsome without being flamboyant. However, if you are looking for a bit more visual drama, you’ll have to pay extra for the MANUFAKTUR paint finishes, as the standard colour palette is more E-Class than AMG.Mercedes-AMG E 53 Interior Space and ComfortInside, the E 53 strikes an appealing balance between luxury and sportiness. Instead of carbon-fibre or piano-black trim, Mercedes has used open-pore wood that feels rich and tactile. A large central MBUX touchscreen dominates the dashboard, while the passenger display found on the standard E is absent – not particularly bothersome given how good the main screen is.Red and black upholstery looks racy, while open-pore wood adds a luxe factor.The AMG sports seats offer plenty of support and adjustment, although ventilation and massage functions are missing. The chunky AMG steering wheel feels superb in hand but is cluttered with touch-sensitive controls that remain frustrating to use.Rear-seat space is naturally tighter than in the long-wheelbase E-Class, but there’s still enough room for two adults to travel comfortably. Manual sunblinds and a panoramic sunroof add to the ambience, although the large transmission tunnel makes this a strict four-seater.There’s good space in the rear despite the car not having a long wheelbase.The boot, however, sees the biggest compromise. At 370 litres, it is 170 litres smaller than the standard E-Class because the battery sits beneath the floor. There’s no spare wheel either, with its space instead occupied by the charging cable and puncture repair kit.Mercedes-AMG E 53 Features and SafetyEquipment levels remain generous. The crisp 360-degree camera, 17-speaker Burmester 4D audio system and comprehensive ADAS suite ensure the E 53 feels every bit as modern as is expected of its positioning.The MBUX interface is visually excellent, but reliance on the touchscreen for too many functions hurts usability on the move.Having too many controls on the steering is distracting.Driver-assistance systems include lane-keep assist, automatic emergency braking, rear cross-traffic alert and blind-spot monitoring. Thankfully, these systems can also be switched off manually if required.Mercedes-AMG E 53 Performance and RefinementPower comes from Mercedes-AMG’s 3.0-litre turbocharged straight-six, now paired with a 28.6kWh battery and an electric motor for a combined 585hp and 750Nm. With Race Start engaged as part of the AMG Dynamic Plus Package, output briefly rises to 612hp, allowing 0-100kph in just 4.0 seconds.585hp six-cylinder engine makes 150hp more than before.Unlike the ‘63 E-Performance’ models, the electric motor is integrated within the 9-speed automatic transmission rather than mounted on the rear axle. You also get a number of drive modes that are noticeably different from one another.Comfort eases up the drivetrain for everyday use; EL enables pure-electric driving, provided there’s sufficient charge in the battery; Battery Hold preserves charge for later; Individual lets you tailor the engine, gearbox and suspension to your liking; Sport sharpens the responses, and Sport+ unleashes the E 53’s full potential.Sport+ is where you’ll spend most of your time if you want the E 53 to feel like a proper AMG. Throttle response sharpens, the gearbox becomes more aggressive, the suspension firms up and the engine’s straight-six soundtrack fills the cabin. With the engine and electric motor working at full tilt, straight-line performance is genuinely rapid. Acceleration is relentless but wonderfully linear, combining the instant shove of the electric motor with the creamy power delivery of the turbocharged six. The gearbox complements the powertrain well, and selecting Manual mode has the engine bouncing off the limiter until the driver requests the next gear.With the engine and electric motor working at full tilt, straight-line performance is genuinely rapid.The exhaust note deserves mention. Outside the car, the engine and exhaust produce a genuinely enjoyable snarl. While Mercedes amplifies it through the speakers, there’s still a genuine underlying soundtrack to be heard as well. This may not satisfy the purists, but it remains far more authentic than many modern performance cars.Comfort mode reveals the E 53’s second personality. It settles into the role of a refined grand tourer, effortlessly covering long distances with minimal noise and impressive composure.Stopping power is strong, but the pedal never delivers a natural or consistent feel. Its weakest area is low-speed driving. The transmission feels overly eager in traffic, constantly shuffling between gears and introducing unnecessary jerks. Even in Comfort mode, it feels a bit like walking an overexcited Rottweiler.Switching to EL mode easily fixes this. It’s almost as if it were designed specifically for this scenario. Running purely on electric power, the E 53 becomes exceptionally smooth and refined, with the only disturbance being tyre noise from the Michelin Pilot Sport 4S tyres, which can be quite rumbly, especially on concrete surfaces.Braking is less convincing, however. Despite massive 390mm front discs and regenerative braking, the pedal never delivers a natural or consistent feel. Stopping power is strong, but the spongy, inconsistent pedal detracts from an otherwise polished driving experience.Mercedes-AMG E 53 Mileage and EfficiencyOne of the E 53’s biggest achievements is combining proper AMG performance with refined and usable electric capability. It’s a performance sedan that’s as comfortable commuting as it is attacking a mountain road.Charging via an 11kW AC charger will replenish the battery in 2.25 hours; no DC charging option.The headline figure is a claimed electric-only range of up to 100km, courtesy of a 28.6kWh battery pack. However, 75-90km appears more realistic in everyday use – enough for most urban commutes. The battery never fully depletes, and though you might lose the full performance potential, the hybrid system continues assisting through regeneration and a small electric boost, ensuring the E 53 feels responsive while lowering fuel consumption compared to a conventional performance sedan. Mercedes has equipped the car with four regenerative braking modes, allowing drivers to maximise energy recovery or opt for a more natural driving experience. For owners with access to home or workplace charging, fuel stops could become surprisingly infrequent. Charging is via an 11kW AC charger that can replenish the battery in around three hours, but there is no DC fast-charging capability like in an EV.28.6kWh battery allows for an electric-only range of 100km.Mercedes-AMG E 53 Ride Comfort and HandlingFor those who enjoy being behind the wheel, the E 53 delivers in abundance. With its sizeable battery, the E 53 weighs an SUV-like 2.4 tonnes, but it disguises its weight remarkably well. The low-mounted battery lowers the centre of gravity, while the adaptive suspension keeps body roll tightly controlled. In Sport and Sport+, the car tightens up noticeably. The dampers become more alert, and the steering gains welcome heft.It is over 400kg heavier than the last-gen model, but you just can’t feel it from behind the wheel.While the steering is not especially communicative, it is accurate enough to place the car confidently on a winding road. The rear-biased 4Matic+ all-wheel-drive system inspires tremendous confidence when powering out of corners. The rear wheels can turn up to 2.5 degrees, which isn’t much, as you’ll still find yourself making the occasional three-point turn, but above 60kph, they turn in the same direction as the front wheels, adding another layer of stability through corners.The Michelin Pilot Sport 4S tyres aren’t the quietest, but they offer immense grip, allowing the driver to exploit the powertrain with confidence, even when exiting slower bends. The adaptive dampers mated with the active engine mounts offer terrific stability.Ride quality is impressive considering the performance focus. At low speeds, the adaptive AMG Ride Control suspension does an admirable job of filtering out broken tarmac, expansion joints and sharp-edged potholes. However, the move to 20-inch wheels means sharp potholes generate more impact than the previous car’s 19-inch ones.Ultimately, the E 53 strikes an impressive balance – it isn’t as hardcore as a full-on sports sedan, though not quite as cosseting as the standard E-Class. It blends everyday comfort with genuine driver engagement, feeling just as at home soaking up kilometres on the expressway as it does carving through a series of fast, flowing corners.Mercedes-AMG E 53 Value for MoneyWith prices starting at Rs 1.45 crore for the Performance Edition and Rs 1.48 crore for the Racing Edition, the AMG E 53 occupies a unique position. The BMW M5 is significantly more expensive (and powerful), while the BMW M4 is a size smaller and competes more directly with the Mercedes-AMG CLE 53 as a two-door coupe. Audi’s new wave of S & RS models has yet to come to India. The closest rival might actually be BMW’s all-electric i5 M60 – another short-wheelbase version of an LWB sedan with sporty intent.The E 53 combines thrilling performance and sharp handling, characteristics expected of an AMG, with silent electric usability into a package that’s easy to live with every day. The inconsistent brake feel and slightly overeager gearbox in traffic are its biggest flaws, but neither overshadows the overall experience.

While not the first compact SUV to hit the market, the Maruti Suzuki Vitara Brezza didn’t take long to zoom past its peers and rise to the top of its segment. It wasn’t the best-looking, most exciting, most powerful or best-equipped, but instead, and in true Maruti fashion, it locked in perfectly to what the average Indian wanted more. It was well-priced, it was spacious and practical, it was reliable, and it had incredibly good fuel economy. That was almost a decade ago, and now in its second generation, with the ‘Vitara’ dropped from its name, the Brezza has retained those same safe and stable qualities. The compact SUV customer, however, has evolved, and in 2026, perhaps playing it safe isn’t the silver bullet it once was. It’s no surprise then that the brand has tried to introduce some excitement in the form of the 1.0-litre Boosterjet turbo-petrol, an engine it has been very selective in its use of. With the engine have come some mild cosmetic updates and a few feature additions, and we’ve spent a day with the car to see if they all add up to make a more compelling package.2026 Maruti Brezza Exterior Design and Engineering – 7/10Boxy shape that hints at big interior space; red Turbo accents feel a bit forced.In typical Maruti fashion, this is a very mild facelift, and only if you’ve regularly lived with the outgoing model might you be able to spot the changes. Up front, the grille trim has been revised slightly, the front bumper looks cleaner and less like a bull bar, and there are triangular housings for the fog lamps. There are almost no changes to the sides or rear, save for a bit more garnish on the side cladding, a new four-spoke dual-tone design for the 16-inch alloy wheels and some vertical slats in the base of the rear bumper, unique to the turbo model.The facelift brings a cleaner-looking front bumper and new triangular fog lamp housings. Also unique to turbo-petrol variants are smatterings of red trim everywhere, from the grille to the side skirts to the bumpers and even on the wheel arches. While the idea is to give the turbo models a sporty identity, the execution feels lazy – more like aftermarket accessories than a special body kit like the one offered on the old Baleno RS.There are no other changes to the outside, and you get the same square and boxy shape as before, pointing to the space on the inside. As before, the body appears a bit too large for the chassis, with the wheels looking disproportionately small and inset compared to the bodywork. 16-inch alloys get a new four-spoke design but are a size smaller than most rivals. Boot volume remains the same at 328 litres, and as always, its square shape offers up more practicality than the number suggests. A big change, however, is that there is no longer a spare tyre on offer; just a puncture repair kit and tyre inflator. This is because CNG models have moved to an underfloor tank design to free up more luggage space, and like in the Victoris, that’s resulted in the removal of the spare tyre in all models.No spare tyre in any variant; just a puncture repair kit and tyre inflator.2026 Maruti Brezza Interior Space and Comfort – 8/10Remains one of the most spacious in the segment; decent quality levels all around.The tall, unabashedly boxy shape has meant that interior space is good, and the Brezza remains one of the few compact SUVs that can seat five adults in true comfort. Seat comfort is adequate, erring more on the firm than the outright soft side, but the design is accommodating for even large adults. The seats on this top ZXi+ variant are trimmed in a new bronze-and-black leatherette upholstery, which looks classier than before.Brezza remains one of the few compact SUVs that can seat three adults abreast at the rear in comfort. In fact, bronze and black is the theme for this interior, replacing the maroon and brushed silver of before, and you can see that mainly in the dashboard trim and door cards. The other subtle visual difference is that the once single-colour ambient lighting can now be set to one of 64 colours selectable from the touchscreen.The cabin, although understated, feels hardy and well put together.  And finally, the touchscreen on the top variants is the 10.1-inch unit from the Victoris, though the large, free-standing housing it sits in hasn’t changed and still feels like a visual distraction while driving. While the cabin doesn’t immediately scream ‘quality’ like some newer entrants to the segment, in true Japanese car fashion, it feels hardy and well put together in an understated way.2026 Maruti Brezza Features and Safety – 7/10Gets some key feature enhancements but still not up there with the segment best.With the new touchscreen hardware comes the updated ‘Smartplay Pro X’ software we saw on the Victoris as well. It’s smoother and looks more up-to-date and features a host of connectivity features, including wireless Apple CarPlay and Android Auto. There is still no digital driver’s display, but the analogue dials are clear and easy to read, and there’s always the flip-open HUD to look at as well. The new 10.1-inch infotainment runs the latest Smartplay Pro X software also seen on the Victoris. Other additions include a ventilation function for the wireless charger and ventilated front seats, but sought-after features rivals offer that aren’t found here include powered front seats, rear window blinds and a panoramic sunroof – the Brezza continues with a single-pane unit. Ventilated front seats are a major update on the equipment front.On the safety front, there have been a few additions, too, most notable of which are front parking sensors. This has enabled a few more advanced driver assists, such as blind-spot warning and rear cross-traffic alert, though it’s not the full ADAS system you get in the Victoris, or which rivals offer. Still, the Brezza now holds a 5-star Bharat NCAP crash-test rating, which should reassure some buyers who were on the fence about the SUV.  2026 Maruti Brezza Performance and Refinement – 7/10Turbo-petrol engine lacks outright punch but instead aces driveability.The Brezza was thus far unique in the segment for having a 1.5-litre naturally aspirated petrol engine. While this larger-displacement engine prevented it from availing of compact-car tax benefits, Maruti still managed to price it quite competitively. The engine itself was brilliant, feeling far more effortless than the 1.2-litre naturally aspirated engines of rivals while being incredibly fuel efficient. This engine continues in the updated Brezza and remains the only way to have an automatic gearbox.Boosterjet engine produces 10hp and 23Nm more on the Brezza than on the Fronx. What we’re driving today, however, is the new addition to the range, which is the 1.0-litre ‘Boosterjet’ direct-injection turbo-petrol engine, finally letting the Brezza join every other compact SUV in the segment in offering a turbo option. First seen briefly in the Gen 1 Baleno RS, this engine was then locally assembled and reintroduced in the Fronx (and its cousin the Toyota Taisor), and has now finally made its way into the Brezza, with an uprated power output of 110hp and torque output of 170Nm.What strikes you immediately is refinement, and only when you absolutely wring it out will you get some hint of that three-cylinder thrum; commendably, it’s more audible outside than in the car. The next thing is driveability, which is excellent. There’s very little hesitation at low revs – something you typically find in 1.0-litre turbo-petrol compact SUVs – and the Brezza Turbo sets off smoothly, with almost no lag. In fact, you can set off in second or even third with little issue. What’s most impressive with this new engine is its refinement and driveability.Some credit must go to the satisfying and progressive 6-speed manual (which replaces the 5-speed in the 1.5-litre engine as well), as well as the light and easy-to-modulate clutch, both of which are a joy to use.Though it makes 31Nm more than the 1.5-litre naturally aspirated petrol and does so from just 2,000rpm, it is tuned to be so smooth and linear; you don’t really feel the added punch. In our tests, the 1.0 Turbo accelerated from 0-100kph in a modest 12.36sec, just 0.3sec quicker than the old 1.5 NA petrol manual version (with the 5-speed manual). The added mid-range boost was more apparent in in-gear acceleration, where it was a few seconds quicker than the 1.5 from 20-80kph in third gear and 40-100kph in fourth.It feels smooth and linear but lacks that outright punch you’d expect from a turbo engine.While off-the-line performance was smooth and general tractability in any gear was commendable, we did find ourselves downshifting one or two gears to overtake on the highway, and throughout the rev range, some flat spots and hesitation did appear. All things considered, the 1.0 Boosterjet is a welcome addition to the Brezza line-up. 2026 Maruti Brezza Mileage and Efficiency – 9/10Bucks the downsized turbo petrol trend by being spectacularly efficient.Though they make more power and torque than their naturally aspirated brethren, downsized direct-injection turbo petrols often earn higher official fuel efficiency ratings due to these being tested in a lab under ideal conditions. In the real world, however, the reality proves to be different, as once the turbo comes into effect, fuel consumption spikes. The Brezza Turbo flips the script with an official rating slightly lower than the 1.5 NA but still incredibly high at 19.96kpl for the higher variants and 20.47kpl for the lower variants.In the initial tests, the on-board computer showed better efficiency than most other rivals. The best news is that in the real world, the fuel economy seems like it will be excellent too. Despite our day of hard driving and non-stop shooting, the on-board fuel computer showed anywhere between 11 and 14kpl, while other turbo petrols have dropped into single digits with the advent of E20 petrol. Maruti’s mild-hybrid system with a bit of electric assist no doubt helps deliver these numbers, but we wish the engine stop/start was a little quicker to engage. Stay tuned, however, for the full Autocar India real-world mileage test, which we will do soon.2026 Maruti Brezza Ride Comfort and Handling – 8/10Not the most enthusiastic handler but rides comfortably enough.Where the pre-facelift Brezza had a light and loose steering that wouldn’t automatically return to the centre position, which was typical of Marutis of that era, this has been corrected to a great extent with the facelift. It still doesn’t have a lot of feel or feedback, but some weight has been dialled in, and it returns to centre on its own now. This has robbed some low-speed ease of manoeuvrability but only by a small and near-imperceptible amount.Disconnected steering and top-heavy feeling don’t encourage one to push the Brezza hard around corners.High-speed lane changes, as a result of this added weight, feel a lot more secure to perform. For the most part, the Brezza feels planted, but its tall and boxy form on a narrow footprint makes it quite susceptible to crosswinds. In corners, too, it feels quite top-heavy, and combined with the disconnected steering, doesn’t encourage you to push it hard around corners.Ride quality is decent but should have been a bit better. Considering that this engine is undoubtedly lighter than the 1.5 and the wheel size hasn’t gone up from 16 inches, Maruti could have taken the opportunity to relax the suspension setup a bit. It continues to err on the brittle side but is far from the point of being uncomfortable.2026 Maruti Brezza Value for Money – 8/10Turbo engine offered across entire model range and priced lower than 1.5.The biggest news is that Maruti hasn’t positioned the 1.0 Turbo above the 1.5 petrol and has instead passed on the sub-4m tax benefits to the customer. The Boosterjet is available across all four variants – LXi, VXi, ZXi and ZXi+, while the 1.5 NA manual, auto and CNG skip one variant each. It’s a big price difference, too, with a 1.5 AT costing over Rs 2 lakh more than the equivalent 1.0 MT. One can only wonder if Maruti will offer the 6-speed AT with the Boosterjet at some stage, as it does in the Fronx.The Boosterjet engine has improved Brezza’s positioning in the segment.The Turbo is a welcome addition to the range, even if not necessarily from an outright performance standpoint but simply from one of positioning. While the Boosterjet may have felt premature for Maruti in 2017, with far greater acceptance of downsized engines today, the huge tax benefits and the engine being locally assembled now, it was a no-brainer to introduce it in the Brezza. It’s a strong and confident statement, and we hope it finds its way into the hatchbacks too.Given the aggressive pricing of Rs 7.4 lakh to Rs 13.55 lakh, the Brezza’s positioning in the segment has only improved, and you can forgive that it doesn’t have all the features of some newer rivals; the updates it has got are welcome. Similarly, you can forgive that the design hasn’t changed too much or that the turbo’s performance is not explosive, given that these fit perfectly with Maruti’s – and the Brezza’s – positioning of reliable, efficient and no-nonsense motoring.