The new plant will focus on manufacturing and assembling  advanced systems like Electric Drive Units (EDU) and Dedicated Hybrid Transmission (DHT) systems. The strategic move comes after a significant order for EDU and DHT systems from a key customer.

With a total estimated investment of ₹550 crore, funded through a mix of debt and equity, the capital expenditure will be phased over the next two years. The facility is expected to be commissioned by the second quarter of 2028.

This is the second EV powertrain plant announced by UMAIPL, which comes in quick succession, following the ongoing setup of its facility in Khed city, Pune, which is slated to begin its operations in 2027.

With the country’s automotive industry accelerating towards advanced powertrains including Battery Electric Vehicles (BEVs), Hybrid Electric Vehicles (HEVs), Plug-in Hybrids (PHEVs), and Range Extended EVs (REEVs), the brand is aiming to solidify its first-mover advantage through progressive localisation and global standard manufacturing.

The post Uno Minda Announces Second Manufacturing Plant For Four-Wheeler EV Powertrains first appeared on Turbocharged.

The charging station consists a total of eight chargers, four DC V4 Superchargers with peak charging speeds of 250kW, and four AC destination chargers with peak charging speed of 11kW. The DC fast charger is capable of charging a Tesla Model Y with up to 275 kilometers of range in just 15 minutes. Customers can also use the Tesla app to navigate to Superchargers, check stall availability, monitor charging progress, receive a completion notification, and complete payment. 

Tesla has also launched a pop-up store at Nexus Seawoods in the main atrium, enabling visitors to explore the vehicles through guided walkarounds, test drives, and immersive product experience.

With the commissioning of this charging station, Tesla now operates four charging stations, In Gurugram, Delhi, Mumbai, and Navi Mumbai, with a total of 20 Superchargers and 14 Destination chargers. With this, Tesla aims to build a robust charging infrastructure across India.

The post Tesla Open Its First In-Mall Charging Station In Navi Mumbai first appeared on Turbocharged.

It all starts with the battery, which, while being one of the largest fitted to a motorcycle in India, also acts as a stressed member of the chassis, essentially forming the core of it, on which the motor is then bolted on. Then it’s time for the front and rear suspension sub-assemblies to go on. Front here on its all wirings and electronics.

The first in the wirings and electronics section is the on-board charger, which should be a no-brainer for motorcycles, unlike scooters, which have a storage space to carry it around. Then the motor control unit, the vehicle control unit, the headlamp, the display, and the rest of the wiring harness get attached to the bike. 

The tail with the radar unit inside is assembled separately and then attached to the motorcycle. Then the body panels go on. After which the mudguards get fitted, the motorcycle is given a thorough once-over, and sent to the dyno. Once the dyno run is completed, it gets sent to the most interesting and unique bit on the Ultraviolette X47 assembly line — the radar calibration.

This is where the hi-tech world of aerospace engineering (Ultraviolette can very well be considered the motorcycle arm of an aerospace company!) meets Indian ingenuity — there is a small anechoic chamber, just as large as it needs to be, instead of a room. It moves in for the radar to emit a pulse and, based on the reflection, find out its position relative to the ground and the motorcycle itself. Then the chamber moves out of the way.

What my experience at the Ultraviolette factory taught me is that the manufacturer has the exact same attention to detail and borderline obsessive approach to the assembly of its motorcycle, as it has for researching, designing, and engineering them. Frankly, that approach has served them well, as it was not just us, but the global media who have repeatedly been impressed with the sheer amount of technology in these motorcycles. The factory ensures that the tech is installed with the same amount of precision and care that went into designing it.

Words Sayantan De
Photography Ultraviolette

The post Ultraviolette Factory Tour – Behind the Scenes first appeared on Turbocharged.

Small sunroof

Updated Stalks

Updated handles

10.2-inch Infotainment from Harman

New dashboard with different textures

Steering wheel comes from Tata’s massive parts bin

Touch panel for HVAC

Paddles control regen

Cruise control switches on the right side

Telephony and music controls on the left

10.2-inch Instrument console

CCS2 charging port

The Punch.ev is among Tata Motors’ top-selling products. Thanks to its size and capabilities, it holds a strong position on the sales charts. And with the recent facelift, the EV also looks far fresher than the competition. The new, flatter front end looks eye-catching, and the non-connected LED DRLs give it a slightly different identity. But the standout element has to be the grey cladding all around. It is a colour Tata says was selected to evoke a sense of warmth, but it looks inspired by gadgets, to say the least. It looks neutral to me. Another factor that stands out is the tail lamps, which are now connected via a lightbar. The rest of the rear end remains the same. On the inside, it gets the same treatment as the ICE Punch, with a new dashboard, an updated 10.2-inch touchscreen infotainment system, and a new 10.2-inch digital instrument cluster. The only new thing I found inside the Punch.ev was the rotary drive selector, which isn’t as quick as I’d like. Another feature is the ventilated front seats that are comfortable and supportive, just like the rear seats. However, the rear seats could have had a little more knee room. A 366-litre boot, however, can gobble up two large suitcases when stacked vertically.

But this update of the Tata Punch.ev is about the drivetrain. It is still based on the same Acti.ev platform, but now the power unit is smaller and lighter by exactly 50 percent and 28 percent respectively. This has freed up more space for a larger battery pack, as the Punch.ev is now available with 30kWh and 40kWh battery pack options. There is fast charging too, upto 65kW. Tata claims that the battery pack can go from 20 to 80 percent in just 26 minutes and provide a range of 135km in just 15 minutes of fast charging. I did not have time to test it during the drive; however, I will test it at a later date. In terms of power, I drove the top-end variant with the 40kWh battery pack, which has a claimed real-world C75 range of 355km, and at 100 per cent SOC, the range meter displayed that figure. And after using up 40 percent battery during the day-long shoot, I still had more than 200km of range left. Impressive for a small SUV.

And when I drove the Punch.ev, I did notice that out of the three drive modes, the first two – Eco and City mode, felt pretty much the same. Power and torque were available, but the feeling and punch did not come on quickly, as they should in an electric vehicle. However, once I switched to Sport mode, I noticed the power and torque gushing in as I tapped on the throttle. This is where the Punch.ev really felt punchy. It won’t blow your socks off, but it will surely put a smile on your face. The ride quality was good as well, a trait I have been observing in all Tata cars that have hit the market recently. It managed to smooth out the undulations and bumps pretty well with minimum shock reaching the cabin.

But this is also where I noticed the compromise. The ride quality was good, but the softer suspension setup hampered the handling. Plus, the neutral steering feel doesn’t do much to boost confidence. The Punch.ev changes direction fairly quickly; however, it doesn’t like being pushed hard into the corners, as I noticed some understeer on some B roads in Kerala. However, if you don’t push it hard through bends, it stays on the chosen line with minimal body roll. The brakes could have been better. The car I drove had spongy brakes that required a little more pedal push to engage than you would normally expect in a new car, and these were brand-new cars we were driving.

Overall, the quick power delivery, a large battery with over 350km range on a single charge and six airbags as standard across the range make the Punch.ev a worthy contender in the compact eSUV segment. Plus, you get a 360-degree camera setup, 15-inch wheels, arcade.ev connected app suite, LED lighting and a whole host of features as standard on most variants make the Punch.ev a value-for-money proposition, especially considering the BaaS option. However, at ₹12.59 lakh for the one I drove, you can look at the Punch.ev’s bigger brother, the Nexon, which comes with a bit more space and features, a slightly bigger battery pack and a price tag similar to the top-end Punch.ev.

Read our first drive review of the ICE Tata Punch here

The post 2026 Tata Punch.ev First Drive Review first appeared on Turbocharged.

The Punch.ev also supports fast charging, where you can charge it from 20 to 80 percent in just 26 minutes using a 65kW DC fast charger, and can get a top-up range of 135km in just 15 minutes. For the battery pack’s thermal management, Tata Motors has worked on the cooling system of the Punch.ev, which now delivers better thermal efficiency, improving performance, fast charging, and range. 

Apart from the larger battery, Tata Motors is also offering a 30kWh battery pack, which starts at ₹6.49 lakh with the BaaS option; without it, it costs ₹9.69 lakh. Talking of powertrain, Tata Motors stated that the drive unit is now lighter and more compact, which has helped them with space and weight management, as well as reducing the use of semiconductors and wiring harnesses. By doing so, Tata Motors was able to accommodate a bigger battery pack in the Punch.ev. The motor in this compact SUV produces 95kW of peak power (129PS) and 154Nm, and it gets three drive modes – Eco, City and Sport. The Punch EV also features four regen modes, controlled via the steering wheel paddles. Tata is also claiming a 0-100kmph time of less than 9 seconds. 

Design-wise, the Punch.ev looks exactly like the ICE version, which got a facelift last month, as we covered here. But one change Tata has made to set this apart from the ICE version is the colour change of the cladding on the outside, which is now grey rather than black. The same can be said of the interior, where there are hardly any noticeable changes, except that a drive selector dial has now replaced the gear selector. The rest of the cabin remains the same. We will soon be driving the Tata Punch.ev and will bring you the review. Also, stay tuned for the video review of the Punch.ev, which will go up on our YouTube channel after the drive. 

The post 2026 Tata Punch.ev launched from ₹6.49 lakh first appeared on Turbocharged.

The e Vitara is built on the new HEARTECT-e platform. The flat-floor architecture of the e Vitara allows for more cabin space while having the battery pack neatly sit under the floor. The e Vitarac measures 4,275mm in length, 1,800mm in width, 1,640mm in height and has a wheelbase of 2,700mm. 

The e Vitara comes with two options of battery pack capacity. The 49kWh battery powers the motor which drives the front wheels, produces 144PS and the larger 61kWh battery pack has the motor generate 174PS. Torque output for both the packs are the same at 193Nm. The battery pack also has a thermal management system which allows the e Vitara to function at temperatures ranging from -30 degree celsius to 60 degree celsius. Maruti claims a range of 543km from the 61kWh battery pack while the 49kWh battery pack comes with a claimed range of 440km.

In terms of safety, the e Vitara comes with Level 2 ADAS. Standard safety features include seven airbags, disc brakes on all four wheels, electronic parking brake, tyre pressure monitoring system and an e-call function. 

The Maruti Suzuki e Vitara will rival the likes of the Hyundai Creta Electric, Tata Nexon EV, MG Windsor EV, Mahindra BE 6, MG ZS EV and the Toyota Urban Cruiser Ebella.  We have driven the e Vitara and came back impressed.

The post Maruti Suzuki e VITARA Launched from ₹10.99 lakh first appeared on Turbocharged.

The entry-level P6 trim is powered by an 81kWh battery paired with a rear-wheel-drive layout, delivering up to 620km of range (WLTP). The P10 and P12 variants come with all-wheel-drive, with the former using a 95kWh battery delivering 660km range, while the flagship P12 features a larger 117kWh pack delivering a claimed range of 810km (both WLTP). Using a 370kW DC fast charger, the EX60 can be charged from 10 to 80 percent in just 18 minutes, while a ten-minute charge can add up to 340km of driving range. The EX60 is built on Volvo’s new SPA3 platform, powered by HuginCore—Volvo Cars’ core software system.

Inside, the EX60 gets a 28-speaker Bowers & Wilkins sound system, a large horizontal touchscreen in the centre integrated with the Google Gemini AI assistant, and an electrochromic panoramic roof.

Volvo is also expected to introduce a more rugged Cross Country version of the EX60 at a later stage, featuring increased ground clearance and off-road capabilities. Deliveries of the P6 and P10 trims will start later this year, with P12 following soon after. If launched in India, the Volvo EX60 would compete against the Tesla Model Y and the BMW iX3.

The post Volvo EX60 e-SUV Makes Global Debut first appeared on Turbocharged.

The EV is offered with two LFP battery options: a 49kWh pack producing 146PS of power and 189Nm of torque, and the larger 61kWh pack making 1746.4PS and 189Nm of torque.

The exterior is similar to its Maruti sibling, but stands out with Toyota-specific design language such as sleeker segmented LED DRLs, triangular headlamps, and 18-inch alloy wheels. Inside, it gets a 10.1-inch digital driver display, a 10.25-inch touchscreen with wireless Apple CarPlay and Android Auto, ventilated front seats, 12-colour ambient lighting, and a JBL sound system.

The Ebella also has great safety, as it packs seven airbags and disc brakes on all four wheels as standard. Higher variants add features like a 360-degree camera, front sensors, and an electronic parking brake with auto-hold. The top-trim also gets Level 2 ADAS, including lane keep assist and adaptive cruise control.

Bookings for the Ebella have already opened. It will be offered with a Battery-as-a-Service plan, which allows buyers to simply buy the car body at a lower upfront cost, and pay for the battery as per their specific usage. The Toyota EV is expected to compete with the Hyundai Creta Electric, the Mahindra XEV 9e, the VinFast VF7, and of course, the Maruti e Vitara.

The post Toyota’s First-Ever Electric SUV Unveiled in India first appeared on Turbocharged.

The Neue Klasse-based M models will feature a BMW’s M eDrive system, featuring four electric motors — one for each wheel. BMW says the four-motor configuration blends the feel of rear-wheel drive with the grip of all-wheel drive. Adding to the same, the new lineup shall offer selectable drive modes (not unlike the outgoing M models), along with simulated gear shifts and artificial sound profiles composed carefully to keep the driving experience engaging and rewarding – and like an ICE experience!

Powering the drivetrain will be a new battery with over 100kWh usable capacity, based on BMW’s sixth-generation 800V battery technology. BMW claims it has been upgraded for repeated performance runs, with improved cooling and energy management.

BMW also claims to have used a natural fibre as an alternative to carbon fibre, something that forms the core structural component of the vehicle. BMW hasn’t revealed model names or performance figures yet, and India launch details remain unconfirmed.

The post Fully Electric BMW M Model to Launch Next Year first appeared on Turbocharged.

Our journey started with a quick bolt from the Delhi-NCR to Chandigarh, on arrow-straight highways. The Creta Electric was quick to offer the same, friendly and comforting feel we’ve known its ICE-powered versions to offer. Even more impressive was the fact that I still had 50 percent charge and a range of over 200km left, even 250km later, as the powertrain was returning nearly 9km per kWh consistently. This translates to over 450km on a single charge, which meant I could drive straight from Gurugram to Shimla, without needing to recharge the battery!

That said, finding a DC fast charger right next to the highway at Chandigarh called for a short break for me and a quick top-up charge for the Creta. Shopping malls, fuel stations and restaurants all offer DC fast charging today, ensuring range anxiety is a thing of the past. Chandigarh is also where the boring, arrow-straight highway made way for winding roads. And the Himalayan Expressway leading to Shimla is a four lane highway with bend after bend, which was helping me enjoy the Creta Electric’s performance and handling. Let’s not forget, it is the most powerful Creta yet, with 170PS on tap!
This is also where I was able to make the most of the multiple regen modes, especially i-Pedal. i-Pedal mode lets you brake by simply taking your foot off the throttle, and also offers maximum regenerative braking, adding to convenience and helping you recover charge. As I approached Shimla, a 45kW DC fast charger next to the highway was another opportunity for a quick top up charge, because you’re also consuming charge quicker uphill. A number of such fast chargers dotting my route meant I only needed a couple of short, 15-20 minute breaks on the way to Spiti, as the Creta Electric can go from 10 percent charge to 80 percent in just 58 minutes. And with the surroundings getting very picturesque courtesy the hills and dense forests with tall pine trees around me, I was feeling refreshed, even as the Creta Electric was affording rapid progress through Shimla’s traffic. The well-tuned suspension and plush seats were also soaking up the broken roads to ensure I was comfortable, even after hours of driving.

A few hours later, I was in for a pleasant surprise courtesy the MyHyundai app, as it helped me locate a newly installed 30kW DC fast charger just beyond Rampur Bushahr. The fast charger meant I could charge the battery to 100 percent quickly and drive straight to Kaza! Besides pin-pointing every charger around, the MyHyundai app had also eliminated the need to install multiple charging apps on my phone. On the other hand, Hyundai’s Bluelink app was multitasking for me – not only was it offering information about charging status and range and letting me lock/unlock the car or turn climate control on remotely, Bluelink was also enabling in-car payments for charging!

Just about an hour later, I had killed more than two birds with one stone – the Creta Electric’s battery was fully charged and so was my laptop’s, thanks to the SUV’s V2L or Vehicle to Load function, and managed to send out a bunch of important emails! V2L is a feature unique to electric SUVs and one that internal combustion engine powered SUVs simply cannot offer, and while the car’s battery pack was getting charged, I was also charging my laptop via the plug point below the seat. You can also use the Creta Electric’s external charging port to power coffee machines, LED TVs, exterior lights and more when camping, making the SUV apt for those who live the outdoor life.

Soon thereafter we got to Nako, which is where the topography changes from green to brown and barren, because Spiti is a high-altitude desert. But while it all looks dry and arid, the mountains and countryside look stunning, and you are crossing one mountain pass after another. But the Creta Electric was feeling effortless even at nearly 12,000 feet above sea level, because unlike internal combustion engine powered SUVs there was no loss in its performance. Internal combustion engines are left gasping for air at the altitude, but power delivery courtesy the electric motor was instant and without any losses. Also, while I was losing charge climbing up the mountains, driving downhill on the other side was helping me recover charge and extend range, something possible only in an EV like the Creta Electric.

Getting to Kaza, which sits at 12,000 feet, made for a massive sense of achievement as it meant I had driven 800km already, with just 2-3 short charging stops! Hikkim was only 15km ahead, and I still had 21 percent charge left, good for driving another 70km. This meant I could have driven to Hikkim and back directly but I decided to play it safe and halt at Kaza for charging. There are no fast chargers in Kaza though, which meant I had to use a regular (16Amp) wall socket, which was going to take more than a day for a full charge! On the positive side this meant I would be able to acclimate myself before climbing up to Hikkim, which was crucial to avoid altitude sickness, as I was going to climb an incredible 2,500 feet across a distance of just 15km.

And once the Creta Electric was back to 100 percent the next day (and so was I!) I started for Hikkim. It was a steep uphill climb with no tarmac, and in fact the surface was akin to a rally stage. This is where being able to dial down regen levels came in handy, and I dropped Regen Level to 0 so I could hold a constant speed and maintain momentum. But discovering a pristine stretch of tarmac midway, which was also downhill, had me switch back to i-Pedal mode to recover some of the lost charge – this is an advantage only EVs can offer! As I closed in on Hikkim the sense of accomplishment was beginning to hit, and I was also glad I was driving the Creta Electric there, an SUV with zero tailpipe emissions.

The post office at Hikkim was opened in 1983 to help locals stay connected to the world, but visiting it and posting letters has become a bucket list item for travellers from around the world. Given its popularity, a new post office building has been set up, in the shape of a letterbox! As I ascended to view the large red ‘postbox’ I broke into a smile, knowing I had made it to the world’s highest post office, in the Creta Electric! Hikkim isn’t even a tiny spec on the world map but the government setting up a post office there, which has been functional for over four decades, is heart-warming. And to drive to the post office in an electric SUV like the Creta Electric – one of the only EVs to get there – felt heart-warming too! The drive was challenging, but by making it to Hikkim the Creta was also bearing testimony to Hyundai’s solid engineering yet again.

My journey had also helped in proving that even the remotest corners of the world can be reached in an electric vehicle today, given how good EVs like the Creta Electric are, and also how rapidly charging infrastructure is improving. And I guess, this was also the most special way to celebrate the Hyundai Creta’s 10th birthday!

The post Special Feature: The Creta EV Reaches For The Sky – And Reaches The World’s Highest Post Office! first appeared on Turbocharged.