Hyundai, the country's second-largest carmaker, has drawn up ambitious expansion plans for making India a production hub that will also cater to the rising export demand for its vehicles in the emerging mark

The Hyundai Ioniq 9 will debut at the LA auto show on Nov. 21 The Ioniq 9 will be an electric three-row crossover SUV built in Georgia The Ioniq 9 will share its underpinnings with the Kia EV9 and arrive in 2025 Hyundai on Wednesday released the another teaser for the Ioniq 9, a three-row electric SUV the automaker will unveil at the 2024 Los...

Hyundai on Wednesday confirmed that the Ioniq 9 electric three-row SUV will debut on November 21 at the 2024 Los Angeles auto show. Hyundai used the same event in 2021 to preview the Ioniq 9 with the Seven concept. Hyundai in July said the Ioniq 9 will reach the U.S. as a 2025 model, though a firm date for the start of sales hasn't been announced...

Shares of Hyundai Motor India, that were listed at Rs 1,931 apiece, have slipped more than 10 per cent from its IPO price.

Rural demand now comprises 21% of Hyundai’s total sales, up from 18.5% two years ago, said Tarun Garg

The 2024 Maruti Suzuki Dzire is the latest car for the Indian market from the largest carmaker in the country. Prices for the fourth-generation Dzire, the safest car ever from Maruti Suzuki (as per GNCAP ratings) start at Rs 6.79 lakh

I can't believe it's as good as it is. Beats expectations

Hyundai says that it is unlikely to bring the new Santa Fe to India, but that doesn’t really come as a surprise. With pricing that matches luxury car levels, a mass market badge on the nose, and only space and roominess to play up as an advantage, Hyundai actually discontinued the Santa Fe in India after selling it here for two generations. But with the Ioniq 5 having sold 1,100 units and the Tucson getting more and more popular, is this a mistake on Hyundai’s part? Let’s take a closer look.

Hyundai Santa Fe exterior design

This new, more outdoors-oriented Santa Fe with its chunky look and more luxurious cabin is certainly more revolutionary than evolutionary. Although the new lines and fresh details impress, it seems like the design and concept stem from a blank sheet of paper rather than any previous Santa Fe. The nose is almost block-like, with ‘H’ pattern LED headlights – just like the Exter. It gets active vents that help it achieve an impressive drag coefficient of 0.29, and what also works well are the bulky and chamfered wheel arches. 

In profile you also see plenty of elements that are similar to the Land Rover Defender. This is especially true of the blacked-out pillars and the ‘floating’ roof finished in body colour. Interestingly, there’s a step hidden inside the pillar, right above the rear tyre, so you can easily climb up and clean the roof. Wonder if you can store a micro fibre cloth? While the nose and the profile work pretty well, walk around to the rear of the SUV and the Santa Fe has a very van-like treatment. Yes, the simplicity of the design works from afar, however, get closer and the oversized logo, model name and block-like design don’t really impress.

Hyundai Santa Fe interior

On the inside, most versions of the Santa Fe come with up to three rows of seats, but the 1.6 hybrid we are driving gets only two. While the cabin is extremely long, it isn’t very wide. The look and feel of the dash also borrows heavily from Land Rover and Range Rover. The steering, in fact, looks like it could have come directly from a Land Rover parts bin, and this is also true of the treatment of the top of the dash and the glovebox.

What’s clear, however, is that the cabin works; it’s comfortable, quality levels are good and like all Hyundais, the Santa Fe comes with plenty of comfort enhancing, clever and cool features. The driver’s seat is easily adjustable and while the quality of the steering can’t quite match that of the original, the dash is beautifully built and material quality is good enough to make this one of the nicest Hyundai’s I’ve been in. I particularly like the raised and boxed in central console with its twin charging pads. There’s also loads of storage, both above and below the central console, and what I especially like is the beautifully curved instrument panel and touchscreen, which is perfectly angled for the driver. The second row seats are also comfortable. Set at a height with theatre seating, the view out and back support is good, and while the bench could have been more accommodating and longer in squab, it is a comfortable place to be. The boot opening is wide too and easy to load and load up.

Hyundai Santa Fe driving

The Santa Fe is an extremely relaxing car to drive. Part of this is down to the position of the driver’s seat: the view out and how easy it is to access the steering wheel. What also works well is the fact that the controls are nicely weighted and the electric boost from the hybrid system makes taking off from rest feel effortless.

The strong hybrid system that powered the Santa Fe we were driving blends a 1.6-litre turbo-petrol engine with an electric motor. With 180hp and 265Nm of torque, this front-wheel drive version pulls forward comfortably at most speeds. Performance isn’t electrifying, pun intended, and this isn’t an SUV for those interested in speed and performance.

While initial responses and acceleration are good, the 1.6 hybrid can’t sustain the thrust as you pull it harder. Sure, power delivery when the turbo chimes in is good, but keep your foot down after and performance flattens out, and the engine sounds strained. While gearshifts are smooth and imperceptible for the most part, acceleration is only good for a 0-100 time of 9.5 seconds, not something to write home about.

The Santa Fe is also not an SUV that likes to be hustled. The tall stance, relatively narrow track and long wheelbase mean you need to use progressively more lock on tighter corners; drive it hard and it’s clear you are giving the chassis too much to do. Ride quality, however, is pretty good, with it being supple and soft initially and soaking up most bad sections nicely. There is a bit of up and down movement at speed, and sharp edged-bumps do register with a thud.

Hyundai Santa Fe verdict

On the face of it this looks like the perfect SUV for India: big, comfy, available with an efficient hybrid powertrain, a unique identity, looks that are appealing and a genuinely nice cabin. Yes, more performance would have been nice and it doesn’t have a sporty bone in its body, but this isn’t a car you buy to howl around corners in. So while on the one hand you could look at the seven-seater version as a left field alternative to something like a Toyota Fortuner, are Indian car buyers ready to pay upwards of Rs 50 Lakh for a Hyundai? On the basis of how well the Hyundai Tucson and Ioniq 5 are doing, the answer could be yes.

Hyundai’s Creta iVT is a hot favourite of our long term fleet, and that’s down to how convenient and fuss-free a companion it is. Here to give a taste of another flavour of the Creta is the N Line. A 160hp turbo-petrol engine, dual-clutch transmission, and tweaked steering and suspension promise a more involving driving experience, something I, its custodian, have a good few months to make the most of. However, for me, this version of the Creta appeals first and foremost for the way it looks. Its larger 18-inch rims alone uplift the stance successfully, and then there’s the rest of the N Line trimmings. The sportier bumpers, side skirts, roof spoiler and red detailing add up to give the Creta N Line genuine visual distinction among the sea of ‘ordinary’ Cretas. The iVT looks plain vanilla when standing alongside.

I like what Hyundai has done with the interior, too. The all-black treatment with red highlights works to bring in some sportiness to the ambience. The N Line-specific steering is also great to hold, and even the metal finish to the pedals is a detail not lost on me. For the full effect, I’ve made the Sport screen (carbon-fibre look) the default layout for the digital instruments. I’m not entirely satisfied with my seating position though. The digital screen and centre touchscreen are positioned a touch low for my liking. Oh, and the absence of wireless connectivity for Apple CarPlay and Android Auto was an irritant during my initial days with the Creta. A Rs 99 wire did help get past the issue, but I’d rather not have my phone plugged in for more time than required.

Our N Line is in top-spec N10 form and the goodies on board are being put to, well, good use. Front seat ventilation is a hit with everyone who experiences it, and I like the sound from the Bose sound system. I’m no audiophile but there is enough depth to the sound to satisfy my ears. What I really appreciate are the cameras. The front view camera is very handy in judging parking space, and the blind view monitors are a boon, too. Camera resolution and performance are impressive and better than what you get in many pricier cars.

We’re in the thick of the festive season as I file this report, which means traffic is at its yearly worst. Forget about letting the 160 horses under the hood loose, getting into fourth gear is an achievement on my daily commute these days. The stop/start driving means the dual-clutch gearbox has to work overtime, and it’s not particularly a fan of frequent shifts at low speeds. There’s the occasional delay and the odd jerky shift at other times. The Creta iVT offers a far smoother experience in the same environment. The N Line can be had with a 6-speed manual, too, but it’d be too committed a choice for my kind of driving. The other thing? The N Line’s larger 18-inch wheels also manifest in a busier ride. You feel more of the surface below, and it’s not quite as pliant as other Cretas on 17-inch rims. There’s more weight at the steering, too – great when you’re on a twisty road, not so much when you have a tight parking to work your car into.

Low-speed city driving has taken its toll on economy.

What’s also pinching a bit is fuel economy. I’ve been averaging all of 7.9kpl but my 10km round trip through choc-a-block traffic doesn’t let the engine have it easy at any point. The real-time figure improves dramatically (upwards of 10kpl) over late night drives on emptier roads. I would have liked more background music on said drives from the exhaust. The twin tip exhaust is just for show and sound levels are no higher than a regular Creta, which is a shame.

I intend to end the year with a few weekend getaways, and the plan is to select routes with some good driving roads as well. I’ll keep you posted on my learnings on those. Initial impressions are of being with the best looking Creta, but not necessarily the best Creta per se.

Also See:

2024 Hyundai Creta long term review, 1,700km report

2024 Hyundai Creta long term review, 4,850km report

The Hyundai Creta is one of the most in-demand SUVs in Autocar India’s long-term fleet, and it isn’t hard to see why. It’s spacious, comfy, practical and feature-loaded, and with the petrol-CVT powertrain this one packs, it’s right at home in the city, too. So I was very happy that I managed to snag the keys and draft it in as my ride for the rains. And while I’ve been using it mostly for commuting, with the monsoon season in full swing, a road trip with friends was soon planned, and the Creta was called into action as the weekend getaway car.

With not much luggage for a two-day trip, the Creta’s practicality wasn’t put to the test, but the 200-odd km highway drive did reveal a few of its other attributes. Let’s start with the seats; they’re very comfy and ventilated, and the power adjustment means it’s easy to get your ideal driving position. I also appreciate the Creta’s absorbent ride, as it dealt with the broken patches of the old Mumbai-Goa highway with ease. The Creta felt absolutely composed on the road despite loads of standing water on the highway and gusty winds on the Atal Setu. Another thing I grew to appreciate is the well-executed blind spot monitor that shows up in the instrument panel. This feature proved to be very useful when visibility from the wing mirrors was poor due to the weather. The 360-degree camera also proved its worth when parking during rain. 

But perhaps, what I like most about this particular Creta, is its easy-going nature – it has made me a much calmer driver, and that has only helped with fuel efficiency. A lot of that is down to the buttery smooth 1.5 petrol-CVT powertrain combo. The engine is barely audible inside the cabin. While you do get some of that typical rubber-band effect from the CVT when you’re pushing, it’s well-masked in this SUV. Overall, it makes for a relaxed driving experience that rarely brings out the ‘racer’ in you.

There’s not much wrong with the Creta, but I’ve noticed some things that could make living with it even more comfy. I would’ve liked it if the centre armrest had a sliding function to rest your elbow on long drives. Wireless smartphone integration would’ve been appreciated, too. The light-coloured upholstery has been a pain to keep clean in this weather.

Overall, it’s been a comfortable and trouble-free few weeks with the Creta. I’ve also figured out how to solve some issues, such as Android Auto only appearing in split screen and the infamous lock/unlock beeps. More on that in the next one – if I’m able to hold on to the keys.

Also see:

2024 Hyundai Creta long term review, 1,700km report

Hyundai Creta facelift sells 1 lakh units in just 6 months

Hyundai Alcazar discounts increased to Rs 90,000 ahead of facelift

The Tucson is something of an anomaly in the Autocar India long-term fleet because, somehow, it’s flown under the radar. And at first, I couldn’t figure out why. I checked our records. It’s been with us for almost a whole year, and we’ve put 11,000km on it. Yet, very few of the team drove it much or had a lot to say about it. I remember reviewing the Tucson at the media event back in 2022, and there’s a lot to love. So when I heard it would be returning to the Hyundai mothership, I quickly snapped up the keys for what would be its last stint with us. After spending some time with it, however, I soon realised why it changed hands so very often during its time with us.

But before we get to that, just look at it! No mainstream SUV, even a premium one like this, has any right to look this good. And even if the curves and cuts in the bodywork don’t fit your aesthetic, there’s no denying the amount of work that’s gone into it. It puts a smile on my face every time I lock or unlock it, and those trapezoidal LEDs light up like wings integrated into the grille. Even the fang-like LED tail-lamps are a work of art. Another detail I absolutely love is how the rear wiper is hidden under the spoiler, not only removing visual clutter but literal clutter, too, as it stays protected from dirt, leaves and other detritus. 

Inside, too, I don’t think even my own review gave enough credit to how forward in design and quality this is. Remember the old Tucson? It feels like a two-generational step back compared to this. And now, since we also have a Creta and an Ioniq 5 in our fleet, it’s easy to see the Tucson is far closer to the latter on the inside. They’ve found the perfect height for the freestanding digital driver’s display – it doesn’t block your view of the road, and the steering doesn’t block your view of it – and behind it, the horizontal band of AC vents flow seamlessly into the doors. On that subject, a simple but superb feature: the ‘diffuse’ function, which, coupled with auto climate control with three intensity settings, cools the car without blasting you in the face with a strong draft. 

The interior is not without its foibles, though. The cream upholstery is well past its ‘stay clean’ date and has aged the interior far too quickly; you have to reset the drive mode and ADAS to your preferred setting every time you start the car; and I can only hope Hyundai will figure out wireless Android Auto by the next generation. And while the rear seat is huge, a lack of window blinds is a huge miss. There’s also an unidentifiable rattle from the parcel shelf that echoes around the big boot.

Down to more mechanical things, the Tucson is nothing to write home about. The handsome wheels hide a clunky ride, the handling is easy but ponderous, and the turning circle is enormous. But really, it’s our Tucson’s powertrain that’s the big letdown because it’s the petrol version. Rather than going with a modern direct-injection turbo petrol, as is offered overseas, the Indian car uses the same old 2.0 MPI naturally aspirated petrol, allied to an equally antiquated 6-speed torque-converter automatic, as the old Tucson. 

Apart from a generally underwhelming driving experience, it’s also resulted in the worst fuel economy we’ve experienced this side of a supercar. Forget double digits, the Tucson petrol struggles to get past 7kpl in city driving, which explains why none of my colleagues drove it for very long. The solution is simple (unless you live in the Delhi NCR, I suppose): opt for the diesel, which is superior in every conceivable way, including using a more modern 8-speed auto, and even an AWD option. Yes, the petrol version is several lakhs cheaper, but at the rate it drinks petrol, the costs would even out sooner than you think.

Fun fact: Hyundai was meant to swap our petrol Tucson with a diesel somewhere during the year but never did. Lord knows how many more kilometres it would have covered had they done that. But more to the point, more of us would certainly have spent a lot more time in what is otherwise one of the best premium SUVs in the market.   

Also see:

Hyundai Tucson long term review, 21,000km report

Hyundai Tucson long term review, 18,500km report

Hyundai’s Creta iVT is a hot favourite of our long term fleet, and that’s down to how convenient and fuss-free a companion it is. Here to give a taste of another flavour of the Creta is the N Line. A 160hp turbo-petrol engine, dual-clutch transmission, and tweaked steering and suspension promise a more involving driving experience, something I, its custodian, have a good few months to make the most of. However, for me, this version of the Creta appeals first and foremost for the way it looks. Its larger 18-inch rims alone uplift the stance successfully, and then there’s the rest of the N Line trimmings. The sportier bumpers, side skirts, roof spoiler and red detailing add up to give the Creta N Line genuine visual distinction among the sea of ‘ordinary’ Cretas. The iVT looks plain vanilla when standing alongside.

I like what Hyundai has done with the interior, too. The all-black treatment with red highlights works to bring in some sportiness to the ambience. The N Line-specific steering is also great to hold, and even the metal finish to the pedals is a detail not lost on me. For the full effect, I’ve made the Sport screen (carbon-fibre look) the default layout for the digital instruments. I’m not entirely satisfied with my seating position though. The digital screen and centre touchscreen are positioned a touch low for my liking. Oh, and the absence of wireless connectivity for Apple CarPlay and Android Auto was an irritant during my initial days with the Creta. A Rs 99 wire did help get past the issue, but I’d rather not have my phone plugged in for more time than required.

Our N Line is in top-spec N10 form and the goodies on board are being put to, well, good use. Front seat ventilation is a hit with everyone who experiences it, and I like the sound from the Bose sound system. I’m no audiophile but there is enough depth to the sound to satisfy my ears. What I really appreciate are the cameras. The front view camera is very handy in judging parking space, and the blind view monitors are a boon, too. Camera resolution and performance are impressive and better than what you get in many pricier cars.

We’re in the thick of the festive season as I file this report, which means traffic is at its yearly worst. Forget about letting the 160 horses under the hood loose, getting into fourth gear is an achievement on my daily commute these days. The stop/start driving means the dual-clutch gearbox has to work overtime, and it’s not particularly a fan of frequent shifts at low speeds. There’s the occasional delay and the odd jerky shift at other times. The Creta iVT offers a far smoother experience in the same environment. The N Line can be had with a 6-speed manual, too, but it’d be too committed a choice for my kind of driving. The other thing? The N Line’s larger 18-inch wheels also manifest in a busier ride. You feel more of the surface below, and it’s not quite as pliant as other Cretas on 17-inch rims. There’s more weight at the steering, too – great when you’re on a twisty road, not so much when you have a tight parking to work your car into.

Low-speed city driving has taken its toll on economy.

What’s also pinching a bit is fuel economy. I’ve been averaging all of 7.9kpl but my 10km round trip through choc-a-block traffic doesn’t let the engine have it easy at any point. The real-time figure improves dramatically (upwards of 10kpl) over late night drives on emptier roads. I would have liked more background music on said drives from the exhaust. The twin tip exhaust is just for show and sound levels are no higher than a regular Creta, which is a shame.

I intend to end the year with a few weekend getaways, and the plan is to select routes with some good driving roads as well. I’ll keep you posted on my learnings on those. Initial impressions are of being with the best looking Creta, but not necessarily the best Creta per se.

Also See:

2024 Hyundai Creta long term review, 1,700km report

2024 Hyundai Creta long term review, 4,850km report

These updates have been released ahead of the October 2023 deadline that requires all cars and SUVs to come with six airbags and three-point seatbelts as standard

The Exter will be Hyundai’s entry in the micro-SUV segment, which also includes the popular Tata Punch and the Citroen C3 in India.

Like most other Hyundais, the Exter will have a lot in common with the carmaker’s existing line-up.

The heavily updated Hyundai Alcazar is a heady combination of space, luxury and practicality

They Hyundai IONIQ 5 and Hyundai IONIQ 6 are two of my favorite electric vehicles. The IONIQ 9 is a coming much larger EV from Hyundai for those who need more space, or at least feel like they need more space. The problem: we don’t really know what the IONIQ ... [continued]

The post Hyundai IONIQ 9 Interior Teased (Slightly) appeared first on CleanTechnica.

The timing on this one is pretty good. At a time when a barrage of overly macho yet lame middle-aged white manosphere “leaders” are bouncing off of the trampoline towards us, Hyundai is reminding us what an advanced democracy not overtaken by cancer is like. Well, maybe I’m going a ... [continued]

The post Hyundai Votes for Women, Diversity, and Inclusion appeared first on CleanTechnica.

Hyundai Rotem, a subsidiary of South Korea’s Hyundai Group, has announced a pioneering development for the Republic of Korea (ROK) Army: a hydrogen-powered K3 main battle tank. Set to be among the most advanced military vehicles in the world, the K3 aims to redefine future warfare by leveraging eco-friendly fuel cells, autonomous technologies, and advanced firepower.

Hyundai Rotem’s K3 project is a collaborative effort with South Korea’s Agency for Defence Development and other national research institutions, with production tentatively scheduled to begin by 2040. The shift to hydrogen marks a historic step in South Korea’s commitment to reduce reliance on traditional combustion engines in defence equipment. The K3’s hydrogen fuel cell will eventually replace the diesel engines of the ROK’s K-series tanks, beginning with hybrid prototypes that combine hydrogen and diesel power.

In an online statement, Hyundai Rotem described the K3 as “a next-generation main battle tank that surpasses all capabilities of today’s MBTs (main battle tanks), optimised for evolving battlefield demands.” Key enhancements to the K3 include autonomous driving, AI-based fire control, and a 130-mm smoothbore main gun for increased preemptive strike capabilities. Additionally, the tank will feature improved stealth capabilities, a reduced heat signature, and the deployment of slave drones to enhance reconnaissance and support combat operations.

Fuel cell technology offers multiple advantages, including quieter operation, faster acceleration, superior fuel efficiency, and reduced maintenance due to fewer moving parts. With minimal heat output and sound, the tank achieves heightened stealth, making it less detectable in combat scenarios. Mobility is also improved, allowing the K3 to maneuver through steep and rugged terrains more effectively.

Designed to operate with a streamlined crew of three—a driver, commander, and gunner—the crew will be secured within a reinforced armoured capsule at the front of the tank. This layout ensures enhanced protection and operational efficiency.

The hydrogen-powered K3 demonstrates South Korea’s commitment to integrating sustainable, high-performance technologies into its military arsenal, setting a benchmark for modern warfare with cleaner and more capable military assets.

HYUNDAI’S recent acknowledgement of the challenges with touchscreens in vehicles highlights a growing trend that some are calling the “Tesla Effect.” Following in Tesla’s footsteps, many automakers have phased out traditional physical controls for digital interfaces on touchscreens, aiming to create sleek, tech-centric cabins. However, Hyundai has found that American buyers aren’t entirely on board with the touchscreen-only setup.

According to HDNA Vice President Ha Hak-soo, Hyundai’s experience with touchscreen-based controls revealed that drivers often feel frustrated when trying to quickly adjust settings on the go, especially when physical dials or buttons could have made adjustments more straightforward. Hyundai’s internal testing with focus groups found that drivers found it stressful to control certain functions on a touchscreen when needing immediate responsiveness.

Touchscreens undoubtedly allow designers more flexibility to achieve minimalist interiors and offer a greater range of functions than physical controls alone. But when it comes to real-world driving, bumping along a rough road can make it challenging to find and tap digital controls accurately. A simple adjustment that could once be handled by feel now demands more focus, taking the driver’s attention off the road.

In response, Hyundai has started reintroducing physical controls on some models, including the facelifted Ioniq 5. While Hyundai’s North American team believes driver attitudes might shift once advanced driver-assistance systems become more common, allowing drivers to focus less on the road, for now, it seems Hyundai is listening to the call for a balance between digital and physical controls.

La filial española, que aspira a ser segunda en nuestro país este año, dobla en cuota los resultados de Hyundai en los otros grandes mercados europeos Leer

With fuel prices soaring, I tried an affordable (relatively speaking, of course) electric car for a weekend.

The Tucson Hybrid is a gem and should please buyers looking for a mid-size SUV.

A White Hyundai Creta vehicle was “removed from a Paget residence” early this morning, the police said A police spokesperson said, “The Bermuda Police Service is asking members of the public to be on the look out for a White Hyundai Creta, which was removed from a Paget residence during the early morning hours on Tuesday 27th […]

What kind of car is the 2025 Hyundai Ioniq 5? What does it compare to? Hyundai’s Ioniq 5 is a small hatchback EV with value baseline pricing. Rivals include the VW ID.4, Tesla Model Y, and Ford Mustang Mach-E. Is the 2025 Hyundai Ioniq 5 a good car? Yes. This Hyundai is one of the better options in its segment, with peppy performance...

Santa Fe Hybrid makes 231 hp and 271 lb-ft of torque Santa Fe Hybrid averaged 31 mpg combined over mostly highway miles Comfy seats, clever storage, and a spacious cargo area with the third-row folded make it a good family hauler My teen daughter’s a videographer. Whenever I test a big car, fast car, cool car, anything that’s not...

2017 Hyundai IONIQ Hybrid Dynamic B-roll

With your Soaring costs, the price tag on folk's lifestyles is constantly escalating, and so spend less the buyer value, inexpensive cost-effective merchandise to become one of the first condition with well-known...

Hyundai Motor India Q2 Results: शेयर बाजार में लिस्टेड कंपनियां तिमाही नतीजे जारी कर रही. इस कड़ी में ऑटो सेक्टर की कंपनी हुंडई मोटर इंडिया ने भी सितंबर तिमाही के नतीजे जारी कर दिए हैं. हाल ही में लिस्ट शेयर नतीजों

Hyundai and Children’s of Alabama continue their partnership to promote child passenger safety, providing resources and inspections for families.

Hyundai Motor America earns the Great Place To Work certification for the second consecutive year, reflecting employee satisfaction and workplace culture.

Discover the Hyundai IONIQ 9's spacious lounge-like interior designed for comfort and versatility, set to premiere in Los Angeles this November.

Join Hyundai for the livestream debut of the 2025 IONIQ 9 all-electric SUV on November 21 at AutoMobility LA. Discover the latest innovations.

New design and tech might headline the new Hyundai Creta’s list of updates, but how good is it to drive?

The automaker had dispatched 62,276 units in the same month last year.

This is the largest IPO in India, surpassing LIC's initial share sale of ₹21,000 crore.

The ₹27,870 crore initial share sale got bids for 14,07,68,187 shares against 9,97,69,810 shares on offer, translating into 1.41 times the subscription, as per NSE data till 13:21 hours

The IPO received lowest retail subscription among some of the big IPOs that had hit the Indian capital markets

This is the biggest ever IPO to have ever hit in the Indian capital markets

Hyundai shares climbed 5.91% to ₹1,928.15 from the previous close on the BSE. At the NSE, the stock surged 6% to ₹1,928.90

Mahindra & Mahindra said its SUV wholesales in the domestic market increased 24% to 51,062 units in September compared to the same month of last year

Revenue from operations declined by 7.5% to ₹17,260 crore due to Red Sea crisis, while operational and cost efficiencies provided some positive support, the carmaker said in a statement

Net profit skids 15.5 per cent to ₹1,375.5 crore in the September quarter; domestic sales drop 5.8% to 149,639 units in the quarter under review

MapmyIndia will invest $4 million for a 40% stake into the PT Terra Link Technologies while the rest will be owned by Hyundai Autoever

The latest Hyundai i20 is an exciting car, given the overall drive experience, transmission, ride quality and tech.And while it may not be as low cost as a Maruti or come with the "heavy German steel-feel" of the Volkswagen, it does carve out a niche for itself at pole position with a combination of technology, styling, drive and ride comfort, and low cost of ownership, says Pavan Lall.

What explains India's love affair with SUVs? They are not exactly "value for money" -- the watchword for brands across segments -- nor always practical.Is it for the badge value? Or the butch imagery associated with SUVs? Maybe both, says Alokananda Chakraborty.

The car is built in a manner that stands tall and rugged on the city streets, without ever being uncomfortable, says Pavan Lall.

Hyundai Motor India expects its SUV range to gain further traction in the domestic market with demand for personal mobility gaining momentum post the second wave of COVID-19, according to a senior company official.The company, which already leads the SUV space with models like Venue, Creta, Tucson and recently launched Alcazar, is looking to maintain its lead in the segment which is growing with each passing month.