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As part of a model year update, Kia has added more automatic gearbox variants to the Sonet subcompact SUV. Previously, only offered on the top HTX, GTX and X-Line trims, buyers are now offered the option of an automatic gearbox from as low as the second-from-base HTE(O) trim, depending on the engine.
Turbo-Petrol-DCT Range Now Starts From Rs 9.90 Lakh
Starting with the turbo-petrol, the 1.0 T-GDi engine was previously offered with the DCT gearbox option in the HTX, GTX+ and X-Line trim levels. Now buyers get the option for the DCT unit in the mid spec HTK(O) and HTK+(O) trim levels. The former is priced at Rs 9.90 lakh with the latter costing Rs 10.84 lakh (ex-showroom). Prior to the update, both variants were only offered with an iMT gearbox with the 1.0 T-GDi engine.
The new variants bring down the starting price for the turbo-petrol-DCT powertrain by almost Rs 1.7 lakh. The HTX DCT is priced at Rs 11.60 lakh (ex-showroom).
The bigger update comes to the Diesel-AT powertrain option, which has gone from just two variants - HTX and GTX+ - to six variants. Buyers are now offered the option of a diesel-automatic from the second-from-entry HTE(O) trim level priced at Rs 9.78 lakh (ex-showroom). Those wanting more features can also get the powertrain in the HTK(O), HTK+ and HTK+(O) trim levels. The standard HTK trim remains a petrol-only offering.
In terms of pricing, the new variants bring down the starting price of the Sonet diesel-auto by almost Rs 2.25 lakh, with the HTX Diesel-AT priced at Rs 12.03 lakh (ex-showroom).
Variant
Price (ex-showroom)
Kia Sonet 1.5 Diesel AT HTE(O)
Rs 9.78 lakh
Kia Sonet 1.5 Diesel AT HTK(O)
Rs 10.73 lakh
Kia Sonet 1.5 Diesel AT HTK+
Rs 11.09 lakh
Kia Sonet 1.5 Diesel AT HTK+(O)
Rs 11.57 lakh
In terms of features, there is currently no news on any changes to the subcompact SUV’s features for the new model year.
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Audi has unveiled the long-wheelbase derivative of the new-gen A6 sedan in global markets. The new A6L arrives about a year after the debut of the new A6L e-tron EV and will initially be a China-exclusive sedan sold under the FAW-Audi joint venture.
In terms of looks, the A6 long-wheelbase looks a lot like its European sibling, with only minor design updates to the front and rear. The grille gets a tweaked mesh design with new metallic inserts and a new illuminated bar flowing into the two-dimensional Audi logo, which too is illuminated. The front and rear bumpers also get minor tweaks, and that wraps up the cosmetic updates to the front and rear.
In profile, the A6L is longer than its European sibling - 5,142 mm as compared to 4,999 mm of the standard A6 - while the wheelbase has been stretched by 139 mm to 3066 mm. The standard A6 has a wheelbase of 2972 mm.
Inside, the cabin remains in line with the standard new-gen A6 with three screens atop the dashboard - including a dedicated passenger display, fitted as standard. Audi says that key changes over the standard A6 are centred around the redesigned rear seat, which features an electrically adjustable backrest as well as a seat heating function. The front seats, meanwhile, are heated, ventilated and feature a massage function and power adjustable and include a seat memory function.
On the feature front, the A6L is packed with tech, including ADAS tech backed by LiDAR sensors, a heads-up display, hands-free parking, a Bang & Olufsen sound system, four-zone climate control and a panoramic glass roof with embedded RGB lighting and electrochromic dimming across 9 zones. Adaptive air suspension and rear-wheel steering are optional.
On the powertrain front, the A6L is being offered with a choice of 2.0-litre four-cylinder turbo-petrol engines in two states of tune - 201 bhp/340 Nm and 268 bhp/400 Nm. The top variant, meanwhile, gets a more powerful turbo-petrol V6 - 362 bhp/ 550 Nm, and standard fit quattro all-wheel drive.
For now, the A6L remains exclusive to the Chinese market, though given the trend for long-wheelbase sedans in the luxury car market in India - it could very well be considered for the Indian market. The A6’s rivals in India - the Mercedes E-class and BMW 5-Series are both sold in long-wheelbase spec.
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The new BMW M2 CS sits at a very interesting point in the Bavarian carmaker’s performance hierarchy. The badge itself needs a bit of decoding first. In BMW speak, CS stands for Competition Sport. That places it neatly between a standard M car and the hardcore CSL machines. In other words, it’s the sweet spot. Think of it as the closest thing to a road-going race car you can buy without stepping into full-blown motorsport territory.
Under the hood sits a familiar but significantly angrier engine, a 3.0-litre twin-turbo straight-six derived from the same family that powers the BMW M4 GT3 Evo race car. In this application, it produces a mighty 530bhp and nearly 650Nm. That’s a healthy jump of 50bhp and 50Nm over the standard BMW M2 and places it right in the territory of the bigger BMW M4 Competition.
The engine delivers its peak power at around 6,250rpm and keeps pulling all the way to a screaming 7,200rpm redline. Where a ‘normal’ turbo engine often runs out of breath early, this one still loves to rev all the way past 7,000rpm mark. BMW claims a 0–100 km/h sprint of 3.8 seconds. If you account for the one-foot rollout method, that drops to about 3.5 seconds. And the M2 CS will also blast from 0–200kmph in just 11.7 seconds before eventually topping out at a claimed 302kmph.
Unlike earlier M2, the M2 CS does not get a manual gearbox. Instead, it uses BMW’s eight-speed automatic transmission. The upside, however, is that every single one of those 530 horses goes exclusively to the rear wheels. Helping keep all that power in check is a race-derived differential on the rear axle. Buyers can also opt for M-specific carbon-ceramic brakes if they want some serious stopping power.
Compared to the standard M2, this version is around 30 kilograms lighter. BMW achieves that through extensive use of CFRP, or carbon fibre reinforced plastic. You see it on the roof, the boot lid, which also features an integrated ducktail spoiler crafted from the same material, the rear diffuser, mirror caps and even parts of the cabin, like the centre console also use lightweight carbon fibre components. The interior continues the performance theme. The biggest visual and functional upgrade comes in the form of M Carbon bucket seats. These lightweight seats feature illuminated CS logos and provide significantly more lateral support for spirited driving.
The CS branding appears throughout the cabin as well — on the doors, centre console and even the Alcantara-wrapped steering wheel. The steering wheel itself also features lightweight carbon-fibre paddle shifters, adding to the motorsport vibe. Despite its weight-saving focus, the cabin hasn’t been stripped bare. The M2 CS still retains plenty of creature comforts expected in a modern performance coupe.
As for availability, the M2 CS will be produced in limited numbers. That’s typical for BMW’s CS models and usually means strong demand from collectors and enthusiasts alike. Pricing is expected to reflect that exclusivity. While the regular M2 in India sits around the Rs 1.2-crore mark, the CS version is likely to command somewhere in the Rs 1.5–1.6 crore bracket. And honestly, for a compact coupe delivering over 500bhp, rear-wheel drive theatrics and serious track credibility, that starts to make a lot of sense.
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The upcoming launch of the new Renault Duster marks the start of a fresh product offensive from Renault in India, which is set to include a three-row SUV as well as a new subcompact SUV. While the subcompact SUV was recently previewed by the Bridger concept, the larger 7-seat SUV has now been spied testing on Indian roads ahead of its expected launch early next year.
The new 7-seat SUV will be based on the Duster, with the test mule looking to share a lot in common with the C-segment SUV. Renault has previously confirmed that its new Global Modular Platform - that debut in the Duster - is capable of being used in models ranging from sub-4m up to 4.7 metres in length while featuring adjustable overhangs and wheelbase as well a as supporting multiple bodystyles other than just SUVs.
Upcoming SUV will also be underpinned by the RGMP architecture.
Going by the pictures, the SUV shares similarities with the Dacia Bigster sold in European markets. The fascia features rectangular headlamps similar to the India-spec Duster flanking a slim rectangular grille with arrow-shaped patterning, while lower down, the front bumper features a large central intake and a prominent skid plate element.
Down the flanks, the design similarities with the Duster continue with prominent fenders and the C-pillar-mounted rear door handle. Cladding on the window line behind the C-pillar suggests a change to the glasshouse - likely larger rear quarter windows for increased third-row comfort. The rear overhang also looks to be larger than the Duster, though it's hard to say clearly given the angle of the images. The taping up of the tail lamps suggests that the SUV could get its own unique rear lighting elements to help it stand out.
Testmule shares styling elements with the Dacia Bigster SUV sold in Europe.
Moving to the cabin, the SUV is likely to get the same interior design as the new Duster, with the dual screens atop the dashboard and heavy use of leatherette fabrics across surfaces to add a premium feel.
In terms of powertrain, expect the new 7-seat SUV to share its running gear with the Duster, so we could expect it to also feature the 1.3 turbo-petrol as well as the 1.8 petrol strong hybrid. The company may decide not to offer the 1.0 turbo-petrol from the entry Duster on the larger SUV.
As for a name, that remains up in the air at this point. With Renault having no existing nameplate for a Duster-based three-row SUV in India, the company could name it in line with its global range. In international markets, Renault offers two SUVs in this size range - the Dacia-badged Bigster and the Renault-badged Boreal. It remains to be seen if the company will use either of the two names for the Indian market or create an all-new model name.
Since its debut in global markets in 2022, the MG 4 name has been associated with an all-electric hatchback and the entry point to MG’s range in global markets. Now the carmaker has expanded the MG 4 nameplate with the debut of a new MG 4X - an all-new SUV that for now, will go on sale in China in the coming months.
In terms of size, the new MG 4X is roughly the same size as its hatchback sibling. As per reports, it measures 4,395 mm long, 1,842 mm wide and 1,551 mm tall - identical length and height. Even the 2,750 mm wheelbase is identical. This positions it below the MG S5 EV - the car that replaced the ZS EV globally - sold in European markets. The S5 is roughly 80 mm longer, 7 mm wider and 82 mm taller, though it sits on a 20 mm shorter wheelbase. As for the Creta Electric, it measures 55 mm shorter and 52 mm narrower but is over 100 mm taller. The Creta’s wheelbase, however, is notably shorter at 2,610 mm.
The 4X shares some similarities with the new MG 4 unveiled last year, particularly up front. The shape of the nose and the contoured bonnet look to be common design elements, though the SUV gets slightly sharper twin-projector headlamps with a connecting lightbar. The 4X, however, gets a sharper-looking front bumper, while in profile, the glasshouse has been revised, and the shoulder line appears more prominent as well. Adding to the SUV design cues is the subtle use of black cladding around the wheel arches as well as on the lower doors.
We do not get to see the rear-end design in full, though it does get a similar lip below the rear windshield as on the hatchback. The tail lamps are also likely to be connected units. The cabin remains under wraps, though it could share some similarities with the 4 hatchback as well.
On the powertrain front, the new MG 4X is said to get a new part-solid state battery first introduced in the Chinese market on the MG 4 hatchback. MG claims a range of up to 510 km.
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When it comes to performance SUVs, few ace this memo as Porsche. It’s the one that coined and pioneered this term in the first place, right? And now the Stuttgart-based carmaker is adding another layer to its electric line-up with the launch of the new Porsche Cayenne S Electric – positioned between the standard and flagship Turbo.
Under the skin, the Cayenne S Electric uses a dual-motor all-wheel-drive setup producing 400kW (around 540bhp) as standard. But if you engage Launch Control, the system briefly unlocks 490kW (that’s almost 666bhp). The 0–100kmph claimed time is just 3.8 seconds, and a top speed is clocked at 250kmph
The Cayenne S Electric also inherits some serious hardware previously reserved for the Turbo model. Which includes Porsche Torque Vectoring Plus (PTV Plus) for sharper cornering dynamics, Porsche Active Ride suspension that actively counteracts body movement, and Porsche Ceramic Composite Brakes (PCCB) for track-level braking performance. There’s even a Push-to-Pass boost function that delivers an extra 90kW for 10 seconds when maximum needed.
Despite the performance credentials, Porsche claims a WLTP range of up to 653km. The 113kWh battery can also charge from 10 to 80 percent in under 16 minutes at compatible ultra-fast chargers delivering around 400kW.
Visually, the Cayenne S Electric gets subtle differentiation. The front and rear aprons are finished in Volcano Grey Metallic, while 20-inch Cayenne S Aero wheels complete the look. Porsche is also introducing a new level of customisation through its Exclusive Manufaktur “Style” product line. The first package — called the Interior Style Package — brings a two-tone Black and Delgada Green leather cabin, Izabal Green accents, contrast stitching and bespoke detailing including embroidered Porsche crests on the headrests.
In typical Porsche fashion, personalisation remains a big selling point. Buyers can choose from 13 exterior colours and multiple interior themes, allowing the Cayenne S Electric to be configured exactly to taste.
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Mercedes-Benz has unveiled the next generation of its electric van, the all-new VLE, ahead of it going on sale in international markets. The VLE essentially replaces the current V-Class and EQV in global markets and is Mercedes’ first electric van to be built on the purpose-developed VAN.EA platform.
VLE will be sold in two wheelbase sizes - standard and LWB.
Previewed by the Vision V concept in 2025, the production VLE doesn’t stray far from the concept’s exterior design, retaining elements such as the sleek headlamps, LED lightbar and oversized grille with illuminated surround. The bumpers and wheel designs have been toned down for the production models, while at the rear, the concept’s wrap-around tail lights have been toned down to an inverted U-shaped unit that runs up the D-pillar and connects atop the rear glass. Wheel sizes range between 19 and 22 inches, depending on the design package.
Exterior design is in line with last year's Vision V concept, but with some changes.
As with the V-class, the VLE will be offered in multiple sizes - standard (measuring 5,309 mm long and sitting on a 3,342 mm wheelbase) & LWB (stretching 5,484 mm long and sitting on a 3,517 mm wheelbase. Initially, only the standard wheelbase will be offered.
VLE gets multiple cabin configurations, including variants without a centre floor console.
Open the front doors, and you are greeted by an interior in line with the rest of the modern Mercedes range. The cabin makes extensive use of ambient lighting, including unique lighting surrounds on the side air-con vents. The VLE deploys the latest MBUX superscreen so you get the option to have up to three displays integrated into the dashboard fascia. These include a 10.25-inch driver display, a 14-inch central touchscreen and an optional 14-inch passenger display. The lower centre console features two distinctive designs, either featuring a floor console running between the front seats or open space for easier access to the rear seats.
(Left to Right) Standard manual seats; powered seats; Grand Comfort Seats.
As with the EQV and V-class before it, the VLE gets three rows of seating as standard, with space for up to eight occupants, depending on the seating layout selected. Manually adjustable second and third row seats are fitted as standard, with buyers able to opt for power-adjustable seats. Buyers opting for electric adjustable rear seats can also opt for Mercedes’ Grand Comfort seats that replace the standard captain chairs in the second row with larger recliner seats replete with massage function, wireless charging pads and a powered ottoman.
To improve utility, Mercedes says that the standard-fit manual-adjusting seats are removable and feature built-in roller wheels to allow them to be rolled across the ground once removed for easier storage. The powered seats, meanwhile, can be adjusted via individual seat controls, the central touchscreen and even the Mercedes-Benz App. The rear doors and tailgate are electrically operated.
31.3-inch 8K display gets an embedded camera, split screen mode, and can stream and support video calls.
Mercedes has also upped the ante for rear seat comfort with the provision of a 31.3-inch panoramic screen that folds down from the headliner, as well as a panoramic glass roof. The screen features 8K resolution, and an embedded camera allowing rear occupants to not just stream movies but also make or take video calls. The screen also supports split-screen viewing. On the audio side, buyers can opt for a 22-speaker Burmester 3D Surround Sound System with Dolby Atmos if the standard system does not meet their requirements.
New VLE sits on an 800V architecture and supports up to 300 kW fast charging.
Moving to the mechanics, the new VLE gets Airmatic air suspension with self-levelling for improved ride quality, along with rear axle steering (up to 7 degrees) for greater agility and manoeuvrability. For the first year, buyers only get the option of a 115 kWh NMC battery offering over 700 km of range on a full charge, paired with a front axle electric motor in the VLE 300 and dual electric motors (one per axle) in the VLE 400 4MATIC. Mercedes says the former develops a peak 272 bhp, which is upped to 402 bhp in the 400. The new VAN.EA platform also features an 800V architecture supporting fast charging speeds of up to 300 kW, enabling users to add up to 355 km of range in just 15 mins. A smaller 85 kWh LFP battery is set to arrive next year.
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The Royal Enfield Meteor 350 has crossed sales of over 6 lakh units globally since its launch in November 2020. The Meteor 350 was the first Royal Enfield motorcycle to be introduced with the J-series engine platform, which is now used across Royal Enfield’s 350 cc line-up, including the Classic 350, Hunter 350, Bullet 350 and Goan Classic 350.
According to Royal Enfield, the Meteor 350 continues to see strong demand across India and international markets including Latin America, the SAARC region and Europe. The Meteor 350 is the 350 cc cruiser from Royal Enfield, powered by the 349 cc, air- and oil-cooled single cylinder engine that produces 20.2 bhp at 6,100 rpm and 27 Nm of peak torque at 4,000 rpm.
With its smooth, tractable power and refined character, the Meteor 350, Royal Enfield says, has been able to help expand the mid-size cruiser segment by attracting new riders, across geographies. The motorcycle features a part-analogue, part-digital instrument cluster, Tripper navigation pod with turn-by-turn navigation, LED lighting, premium switchgear, slip-and-assist clutch, as well as adjustable levers.
The motorcycle is offered in four distinct variants – Fireball, Stellar, Aurora and Supernova, catering to a range of rider preferences. Ex-showroom prices of the Royal Enfield Meteor 350 range between Rs. 1,95,546 and Rs. 2,15,770. The Meteor 350 is sold across more than 60 countries, and is supported by a strong dealer network of over 2,000 stores in India and more than 1,000 outlets in international markets.
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Triumph Motorcycles has crossed the 1 lakh sales milestone in India, a little over two years after commencing its partnership with Bajaj Auto in the second quarter of 2023. The collaboration marked Triumph’s entry into a new phase in the Indian market, with Bajaj handling local manufacturing and distribution.
Following the partnership, Triumph has expanded its reach across the country through Bajaj’s dealership and service network. At present, the brand states that it has a presence in more than 200 towns, along with 230 dealerships and retail outlets.
What’s worth mentioning is that a significant portion of the brand’s sales has come from the 400cc motorcycle range, which was launched in India in July 2023. These motorcycles are manufactured locally and are also exported to 18 international markets, including Japan, Australia, Mexico, Taiwan and South Korea.
“Reaching 1 lakh Triumph motorcycles on Indian roads within just 2.5 years is a proud milestone for us,” said Manik Nangia, President, Probiking, Bajaj Auto.
Looking ahead, Bajaj Auto has previously confirmed that a new range of Triumph motorcycles with engines under 350cc is under development. In an earlier interview with a news channel, Bajaj Auto Managing Director Rajiv Bajaj stated that this new range is expected to reach the market around April 2026.
The upcoming motorcycles are expected to feature a smaller displacement engine, with the capacity likely to be reduced from the current 398cc to below 350cc. It remains unclear whether the new 350cc lineup will replace the existing 400cc models in India or be sold alongside it. India currently serves as a manufacturing hub for Triumph’s entry-level motorcycles, with the models being produced at Bajaj Auto’s facility in Chakan.
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Kawasaki India has announced a significant discount on the Kawasaki Ninja ZX-10R through its social media channels. The litre-class supersport is now available with a price reduction of Rs. 2.89 lakh, making it considerably more accessible for enthusiasts looking to enter the superbike segment. The limited-time offer is valid until 31 March 2026.
The Ninja ZX-10R is officially priced at Rs. 20,79,000 (ex-showroom). With the newly announced discount applied, the effective ex-showroom price comes down to Rs. 17,90,000. This price drop brings the superbike closer to the territory of some middleweight motorcycles, making it an even more tempting option for buyers who were already considering stepping up to a litre-class machine.
Even before this offer, the Ninja ZX-10R was regarded as one of the more accessible superbikes in India, particularly for riders who prioritise track-focused performance. With the reduced pricing, the motorcycle now presents an even stronger value proposition. The discount also leaves buyers with additional room in their budget to invest in essentials such as high-quality riding gear or track-day equipment.
Mechanically, the motorcycle remains unchanged. The Ninja ZX-10R continues to be powered by a 998cc, E20-compliant inline-four-cylinder engine that produces 202 bhp with the RAM Air intake system and 112 Nm of peak torque. This engine is paired with a six-speed gearbox and delivers the high-revving performance expected from a litre-class supersport.
In terms of features, the bike is equipped with a TFT instrument console that displays all essential information. Kawasaki has also packed the motorcycle with an extensive suite of electronic rider aids. These include multiple riding modes, a bi-directional quickshifter, traction control, launch control, engine brake control, and even cruise control.
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Lotus has taken a surprising turn with its flagship SUV. What looked like an all-electric line-up, the British marque has gone back to making a car with an ICE engine (although alongside a battery pack) as a plug-in hybrid. Called the Eletre X, it was revealed in China first and will go global in June.
Powering the Eletre X is a performance-focused hybrid powertrain which combines the familiar 2.0-litre turbocharged four-cylinder petrol engine with an electric motor on each axle. The combined power output is massive 939bhp, which on paper is more than the 892bhp of the all-electric Eletre R. Lotus claims this one can sprint from 0–100kmph in just 3.3 seconds.
The PHEV system is paired with a 70kWh battery pack, smaller than the 108kWh unit used in the electric Eletre. But despite the battery downsize, Lotus claims an impressive 350kms of electric-only range on the WLTP cycle, while the overall/total driving range (EV+ICE combined) is said to be around 1200kms.
As for the charging speeds, the battery supports ‘6C’ ultra-fast charging, allowing the battery pack to go from 30 to 80% in just eight minutes. There’s also Lotus’ 6D Digital Dynamic Chassis under the skin, along with an adaptive 48V anti-roll bar, designed to minimise the body movements often associated with large luxury SUVs. Despite the added hybrid hardware, the Eletre X weighs between 2575kg and 2625kg, broadly similar to the pure-electric model.
Lotus is clearly aiming at the Lamborghini Urus and the Ferrari Purosangue with the Eletre X. For your reference, the Urus is now sold only as a plug-in hybrid, and it produces 789bhp, which is significantly less than the Lotus. With the PHEV, Lotus is expecting to appeal to luxury buyers who are hesitant about going fully electric, especially when the EV adoption is at a slower pace.
Following the Eletre, the Emira is also expected to get a PHEV version, which will arrive around 2027, as it will be required to meet the upcoming Euro 7 emissions.
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