That ₹6.49 lakh ($7,150) headline figure looks extremely aggressive. It is. But it only applies if you lease the battery separately under Tata’s Baas, or battery-as-a-service, program. You buy the car, then pay ₹2.6 per km ($0.029 per mile) for the battery.

Exterior

At the front of this tiny yet lovely EV, the 2026 Punch is designed with redesigned elements like a new bumper and face, even if the split headlight design retains the original layout. Around the back, the electric city car also features a full-width taillight bar, also present on the ICE-powered Punch facelift.

Interior

The interior model maintains the same features as the preceding one, omitting the infotainment screen altogether, making it somewhat deprived of features in comparison to the higher trims. By the way, these trims are equipped with two 10.25-inch displays, ventilated seats, 360-degree view camera, wireless charging or voice-activated sunroof.

Powertrain

Inside the hood, it is slightly different regarding the battery pack; in the new model, the battery packs increase to 30 kWh and 40 kWh, respectively, which translates to 5kWh increment. It might be little, but it is slightly more. Tata says it has a range of up to 221 miles, which may be 47 more miles than previously. On the issue of charging, things are also looking good; the car currently has a 65 kW DC fast charger as compared to the 50 kW before.

Now, we will discuss the output a little. The new Punch EV will have an increase of 6 horsepower over the former model. This implies that the Medium-range version comes up with 85 horsepower, whereas the long-range version reaches 127 horsepower, which is very impressive in an urban car. Do we, by the way, speak of the sprint of 0-100km/h? Well, whether that is any of your areas of interest or not, you are supposed to know that it does it in 9 seconds and is thus 0.5 seconds quicker.

Pricing and Battery Costs

Costs depend on the driving range. If you drive 12,000 km per year, then the battery will set you back for around ₹31,200 (about $348). Drive the Tata Punch EV for15,000 km, and it will cost  ₹39,000 (about $435). Over five years at that higher usage, you’d pay ₹1.95 lakh (around $2,175). Add that to the ₹6.49 lakh purchase price and the total lands near ₹8.44 lakh (about $9,325). That still sits below the ₹9.69 lakh ($10,700) entry point of the version that includes the battery, with prices stretching to ₹12.59 lakh ($13,900).

As for the ICE-powered Tata Punch, this model costs at least 5.59 lakh ($6,200), with the price to go up to 10.54 lakh ($11,700).

So yes, it technically starts at around $7K. Whether that works for you depends entirely on how much you plan to drive.

2026 TATA Punch EV – Photo Gallery

Exterior

The grille dominates the conversation. Rather than shrinking in the EV era, the C-Class EV’s grille appears set to grow, with Mercedes positioning it as the car’s central visual element. In renderings from Kolesa, it features a larger LED-lit surface framed by a thick silver or chrome-finished bezel. There are also three horizontal slats and small LEDs integrated into the new design, while the headlights incorporate the star-shaped daytime running lights also seen on other new Mercedes models.

Moving towards the rear, the C-Class EV features slim LED taillights housed within a gloss-black panel that stretches across the width of the car.

Interior

Cabin details remain under wraps, though Mercedes has options within its existing portfolio. There might be a massive 39.1-inch MBUX Hyperscreen borrowed from the GLC EQ, while the company might also feature the Superscreen layout also seen on the new CLA; this may be used to combine a 10.25-inch digital instrument cluster with a 14-inch central infotainment display and a matching 14-inch passenger screen.

Complete Powertrain Information

The Mercedes-Benz C-Class EV will stand on the company`s new MB.EA architecture, meaning that it will support a standard 94 kWh battery and 800-volt electrical system, enough to produce charging speeds of up to 330kWh. That might bring along up to 800 miles of range, way more impressive than the 713 miles provided by the GLC EQ. 

The whole electrical setup will also back up two electric motors in the C400 model, with power standing at around 500 horsepower, which will allow a 0 to 100 km/h in less than 5.0 seconds. AMG versions are also planned. One prototype has already been spotted testing on 21-inch wheels with carbon-ceramic brakes.

Conclusion

The electric C-Class appears ready to rely heavily on design to make its case, pairing an illuminated grille with substantial battery capacity and high-voltage charging capability. With a debut anticipated before the end of this year and a global launch scheduled for early 2027, the final verdict on its bold styling will not take long to arrive.

Mercedes C-Class EV – Renderings and Photo Shots

Spy Shots Source: carscoops.com

The first-generation LEAF, which initially began deliveries in 2010, broadened its appeal to buyers by maintaining an accessible price point and maximizing functionality. It utilized a five-door hatchback body and smart battery placement incorporated into its chassis design, which was kept out of the trunk and relocated to under the rear seats, retaining trunk space and keeping a low center of gravity. Despite its laughable range of 117 kilometers on a full charge, the LEAF’s positive sales were a strong indicator that the market was indeed still hungry for a people’s EV.

The second-generation LEAF is now facing fierce competition, mostly from Tesla and also from other mainstream brands. While the hatch is now capable of tripling the paltry range of its predecessor, the majority of that increase comes from bolstered battery capacity. For 2020, Nissan has continued to add further refinements aimed at bringing back its mainstream EV appeal.

To start, four models are now available. In order of hierarchy, they are the 40 kWh S, 62 kWh S Plus, SV Plus, and SL Plus. Nissan adopts a practice that is standard across many gas-powered vehicles, offering different powertrains to suit the needs of consumers. The 40 kWh S comes with a 110 kW motor, giving the compact up to 240 km of range. Moving up into any of the Plus trims (S, SV, or SL) swaps the 110 kW power plant for an uprated 160 kW motor and 62 kWh battery, the latter supplying an additional 123 km of range, for a total of 363 km.

The LEAF has been the number one selling EV for nearly a decade, and the second-generation model brings onboard a much-needed increase in range that will alleviate even the most anxious range-anxious buyers. Had it been released in 2015, it would’ve further extended the LEAF’s position, but the arena is now hotter than ever. It’s truly difficult to ignore Tesla’s overwhelming EV presence, one perfunctory glance at their respective MSRPs and you would see why. At an as-tested price of $53,198, that’s $512 less than an equally spec’d Model 3, which from the factory comes with an additional 39 km of range, a perkier 0-100 km/h time, and the brand cache that Tesla has developed over the last decade. There’s still a lot to like about the LEAF, and we still see much potential for the lower and more affordable trims but hike up the price ladder and it dangerously begins to encroach into a weight class way above its paygrade.