We were quite eager to&nbsp;get our hands on this bike since it was first teased at&nbsp;<a href="https://www.autox.com/news/bike-news/eicma-2024-top-india-bound-motorcycles-to-watch-out-for-118832/">EICMA</a>. The <a href="https://www.autox.com/reviews/bike-reviews/ktm-390-adventure-review-first-ride-107195/">old 390 Adventure</a> was a blast, don't get me wrong, but it had its quirks, especially when pushed off-road. After spending six months commuting on the Royal Enfield Himalayan, I was curious to see how this new KTM stacked up. Well, we recently had the opportunity to thoroughly ride and test it, and let me tell you that it's a significant leap forward. This isn't just a refresh; it's a full-fledged evolution.<div style="width: 100%; height: auto;" class="post-image">
 <img src="https://images.autox.com/uploads/2025/02/1740405360146-iso3-KTM-390-Adventure-Web-5.webp" alt="KTM 390 Adventure Web 5.jpg" style="width: 100%; height: auto;">
 </div>
 <h2>KTM 390 Adventure First Ride Review: Design and Quality </h2>Let's talk about the design first. It's definitely going to spark debate, but personally, I like it. That rugged rally-inspired Dakar vibe works in its favour. The tall windscreen and short front fender look the part, though I did notice a bit of wind noise from the Indian-spec number plate mount while riding, but it's a minor niggle.Also Read:&nbsp;<a href="https://www.autox.com/reviews/bike-reviews/kawasaki-klx-230-review-more-capable-than-hero-xpulse-200-and-re-himalayan-450-118831/">Kawasaki KLX 230 Review: More Capable Than Hero Xpulse 200 and RE Himalayan 450?</a>KTM has tackled some key issues. The 21-inch front and
17-inch rear spoke wheels with tubeless Apollo Tramplr tyres are a huge plus.
The WP Apex suspension is another standout upgrade, offering a noticeably more
compliant and capable ride. An India-specific tweak – the offset rear monoshock
– lowers the seat height to 830mm in the Adventure variant and 825mm in the
Adventure X. On top of that, ground clearance has been increased to a solid
237mm, addressing a major concern from the previous model.<img src="https://images.autox.com/uploads/2025/02/1740405472650-uxpi-KTM-390-Adventure-Web-13.webp" alt="KTM 390 Adventure Web 13.jpg" style="width: 100%; height: auto;">
 The pigmented body panels are a nice touch, promising better scratch resistance since they're painted during the moulding process itself. And the standard kit – knuckle guards, engine guard, and bash plate – is quite useful for off-road scrapes. The forged foot levers feel solid, and you can remove the rubber inserts for better grip while riding&nbsp;in the dirt. My only gripe? The flimsy all-plastic knuckle guards&nbsp;–&nbsp;they would have been much better with metal reinforcements.&nbsp;<img src="https://images.autox.com/uploads/2025/02/1740405792534-0shu-KTM-390-Adventure-Web-7.webp" alt="KTM 390 Adventure Web 7.jpg" style="width: 100%; height: auto;">The new bespoke ADV tubular trellis subframe – KTM claims
that it’s 10% more rigid – feels solid and enhances the bike’s overall
stability. Despite the weight dropping to 183kgs, the 14.5-litre fuel tank
remains unchanged. The overall fit and finish are excellent, offering a premium
feel throughout. The 5-inch bonded TFT screen, borrowed from the new 390 Duke,
is crisp, clear, and easily readable even in bright sunlight. <h2>KTM 390 Adventure First Ride Review: Ergonomics and Features </h2>The riding position is comfortable and upright – perfect for
long days in the saddle. The new KTM 390 Adventure feels large when you're off
it but seems to shrink around you once you get on and start moving. The
controls are intuitive, and the switchgear is easy to reach. Cruise control is
a welcome addition for highway stints, and the ride modes – Rain, Street, and
Off-Road – are simple to toggle through. A big plus is that ride mode settings
remain unchanged even after switching off the ignition – a thoughtful touch
indeed!
Phone connectivity and navigation feel slick, and the
voice-activated calling is a nice convenience. Unlike the Duke 390, which can
only receive calls, the 390 Adventure allows you to make calls directly from
the bike. Finally, the electronics suite – which includes cornering ABS,
switchable cornering traction control, Quickshifter+, and customizable ride
modes – works seamlessly to enhance both safety and performance.Also Read:&nbsp;<a href="https://www.autox.com/reviews/bike-reviews/royal-enfield-himalayan-in-depth-review-the-flying-sherpa-115536/">Royal Enfield Himalayan Review: The Flying Sherpa!</a><img src="https://images.autox.com/uploads/2025/02/1740405914040-dchb-KTM-390-Adventure-Web-1.webp" alt="KTM 390 Adventure Web 1.jpg" style="width: 100%; height: auto;"><h2>KTM 390 Adventure First Ride Review: Performance and Handling </h2>Now, let’s get to the good stuff – how it rides. The LC4c
399cc single-cylinder liquid-cooled engine is noticeably smoother, thanks to
the 5mm offset crank. It delivers better low-end grunt than the previous model
but still loves to be revved. Peak power kicks in 1,000rpm sooner, making it
more accessible.
That said, there’s still a noticeable lag before the bike
starts moving. I noticed that it stalled a couple of times when
setting off from a standstill off-road, but far less frequently than the old
bike.<img src="https://images.autox.com/uploads/2025/02/1740405943424-ag92-KTM-390-Adventure-Web-15.webp" alt="KTM 390 Adventure Web 15.jpg" style="width: 100%; height: auto;">Acceleration is brisk, with 0 – 60 km/h achieved in 2.6
seconds and 0 – 100 km/h in 6.2 seconds – both quicker than the previous
generation model. The improved mid-range power is quite evident, delivering
faster 30 – 70 km/h roll-on acceleration.
Cruise control, which activates above 20 km/h, performs well
on the highway, especially when paired with Quickshifter+, making for a smooth
and hassle-free touring experience.Also Read:&nbsp;<a href="https://www.autox.com/reviews/bike-reviews/2024-yezdi-adventure-first-ride-review-better-than-the-himalayan-117960/">2024 Yezdi Adventure First Ride Review: Better Than The Himalayan?</a>The bike’s heat management has improved, thanks to the
curved radiator and reprofiled shrouds that divert hot air away from the rider
– a definite and noticeable upgrade. The underbelly exhaust, with its claimed
400mm water-wading capacity, handles water crossings with ease, even when the
water level reaches the engine guards.<img src="https://images.autox.com/uploads/2025/02/1740406032170-z2yg-KTM-390-Adventure-Web-3.webp" alt="KTM 390 Adventure Web 3.jpg" style="width: 100%; height: auto;">The WP Apex suspension has received a significant upgrade,
offering a much more compliant ride, as it effortlessly absorbs bumps and rough
terrain. The adjustable open-cartridge system provides 30 steps of compression
and rebound adjustment at the front, 20 steps at the rear, and 10 steps of
preload adjustment at the rear, allowing for fine-tuning across various riding
conditions.
While the increased suspension travel is a welcome
improvement, I did notice the front forks bottoming out a couple of times
during intense off-road testing – enough to throw me off the line slightly. That
said, it’s a fair trade-off for the bike’s sharp on-road dynamics and a huge
improvement over the previous model’s overly stiff setup, which was a common
complaint.<img src="https://images.autox.com/uploads/2025/02/1740406059851-vvw3-KTM-390-Adventure-Web-4.webp" alt="KTM 390 Adventure Web 4.jpg" style="width: 100%; height: auto;">
 Off-road, the bike feels light, balanced, and predictable in
technical sections. Compared to the Himalayan, it’s noticeably sharper and more
responsive. The Apollo Tramplr tyres performed decently across varied on- and
off-road conditions. However, since we didn’t lower the tyre pressure when
going off-road, the front end lacked a bit of bite.
The brakes – a 320mm floating disc with a twin-piston calliper
up front and a 240mm rear disc with a single-piston calliper – are strong and
provide good feedback.Also Read:&nbsp;<a href="https://www.autox.com/reviews/bike-reviews/royal-enfield-himalayan-vs-triumph-scrambler-400x-115920/">2024 Royal Enfield Himalayan vs Triumph Scrambler 400X: Which is Better for Everyday Adventure?</a><h2>KTM 390 Adventure First Ride Review: Verdict </h2>So, is the new KTM 390 Adventure worth the hype? Absolutely.
It’s a complete and far more refined package. The improvements in engine
smoothness, suspension compliance, and overall capability are substantial. It
still retains the fun, hooligan character we love, but now it’s more versatile
and capable than ever.<img src="https://images.autox.com/uploads/2025/02/1740406224156-l0fz-KTM-390-Adventure-Web-6.webp" alt="KTM 390 Adventure Web 6.jpg" style="width: 100%; height: auto;">For
someone like me, who loves venturing off the beaten path, this bike is a
serious contender. It’s fun, capable, and feels right. While I’m still eager to
do a proper back-to-back comparison with its rivals, my initial impressions are
overwhelmingly positive. This is a true adventure bike that delivers on its
promises.

KTM 390 Adventure First Ride Review: It's Everything You Wanted, And More!

The wait is over. The 2025 KTM 390 Adventure is here, and it's a game-changer. We rode it, pushing it to its limits, and here's our honest take.

Ather introduced their revolutionary Magic Twist regenerative braking system with the 450 Apex, a limited edition model. Then they brought traction control with the Rizta and now, you get the best of both worlds with the updated 450X…and also the new Apex. I got a chance to test out the Magic Twist and the updated traction control system on the new scooter at a go-kart track and even on some off-road patches. So, how good is the 450X now?

<iframe allow="accelerometer; autoplay; clipboard-write; encrypted-media; gyroscope; picture-in-picture; web-share" allowfullscreen="" frameborder="0" height="315" referrerpolicy="strict-origin-when-cross-origin" src="https://www.youtube.com/embed/n1zqFDNCeAE?si=8D0u5vi9QkL4qFhH" title="YouTube video player" width="560"></iframe>

<h2>2025 Ather 450X Review: New Modes and Regen</h2>

The first thing I want to highlight is the multi-level traction control system. While the Rizta had a simpler on-and-off toggle, the new 450 scooters get multiple levels — Rain, Road and Rally. You can also completely switch it off if you want. As one would expect, the traction control system is the most active when you select Rain while Road is meant for daily usage.

Also Read:&nbsp;<a href="https://www.autox.com/news/bike-news/honda-activa-e-qc-1-bookings-commence-in-india-119454/">Honda Activa e, QC 1 Bookings Commence in India</a>

In the Rally mode, the traction control is a lot more lenient and it allows you to kick up some dirt. We tested the modes on some loose sand and it worked really well. There is an appreciable difference when testing the scooter in extreme conditions. While the 450X, does not really need a traction control system, it is good to see it nonetheless.

<img alt="2025 Ather 450X Off Road" src="/uploads/2025/01/2025-Ather-450X-off-road.jpg" style="width: 1280px; height: 720px;" />

The 450X still gets the same 8.4bhp motor that is capable of producing 26Nm. It is still just as fun to ride and just as responsive too. Ather has introduced a new set of tyres from MRF&nbsp;with the updated scooters. These tyres have been developed specially for the 450 and are meant to offer more range while not compromising grip. And I must say, that I hardly noticed any issue with the grip from the new rubber. Combined with the new regen braking, this setup is claimed to substantially increase the real-world range of the scooter. As per Ather, the TruRange of the 3.7kWh model has gone up from 105km to 130km. That is a healthy boost and we will be eager to test it out when we have the scooter for a longer time.

<img alt="2025 Ather 450X Tyres" src="/uploads/2025/01/2025-Ather-450X-tyres.jpg" style="width: 1280px; height: 720px;" />

What I do feel is a missed opportunity is that there is still no ABS. I think adding ABS over traction control would have been more useful. I did find myself locking the brakes a couple of times when on the track. While you may argue that people ride more gently on the road, let me remind you that the conditions out there can be rather unpredictable. Also, now that the 450X supports traction control modes and regen levels along with ride modes, I think that Ather should display them on the screen as well. This would help the rider in knowing what levels of various settings the scooter is in, rather than having to dig deep into menus.

<h2>2025 Ather 450X Review: Colour Options and UI Updates</h2>

Ather has not changed any aspect of the scooter’s design so it remains the same as before. There are, however, two new colour options available now - Hyper Sand and Stealth Blue. I particularly like the Hyper Sand colour options as it has a nice finish and looks rather refreshing. As a bonus, if you get this colour option, you will not have to worry about the scooter looking dirty because of the shade.

<img alt="2025 Ather 450X Screen" src="/uploads/2025/01/2025-Ather-450X-screen.jpg" style="width: 1280px; height: 720px;" />

The new 450 scooters also get Atherstack 6 as part of the software suite. The instrument cluster is the same touch unit and is packed with features. However, the response is still lethargic when you use the map screen. There are noticeable stutters while you pan around. I also noticed that while most of the interface operation is smooth, there are the occasional hiccups and moments when the screen does not react as quickly.

<h2>2025 Ather 450X Review: Is it better?</h2>

Altogether, the 450X remains a smart and fast scooter that is more feature-rich than ever before. I feel the Magic Twist is a great addition and one that will find a lot of daily use. The traction control might be less useful but is a good safety feature still.

<img alt="2025 Ather 450X Riding" src="/uploads/2025/01/2025-Ather-450X-riding.jpg" style="width: 1280px; height: 720px;" />

As for the pricing, it has gone up ever so slightly by Rs 6,400 for the base 450X and Rs 2,000 for the 450X with the bigger 3.7kWh battery pack.

Also Read:&nbsp;<a href="https://www.autox.com/news/bike-news/updated-ather-450s-450x-450-apex-launched-in-india-prices-start-at-rs-130-lakh-119474/">Updated Ather 450S, 450X, 450 Apex Launched in India; Prices Start at Rs 1.30 Lakh</a>

Similarly, the 450 Apex has also seen a mere increase of Rs 5,001 on the effective ex-showroom price in Bengaluru. And Ather is throwing in the Halo helmet with the Apex to make it more lucrative. Altogether, despite the price hike, the scooters remain smart and safe options to pick if you are looking for an EV in this segment. 
&nbsp;

&nbsp;

[tabs]

[tab title="2025 Ather 450X"]

Motor: Permanent Magnet AC

Battery: 3.7kWh

Power: 8.4BHP

Torque: 26NM

Price: ₹1.87 Lakh (Ex-showroom Bengaluru)

X-Factor:&nbsp;The most fun and feature-rich e-scooter

<table cellpadding="1" cellspacing="1">
	<tbody>
		<tr>
			<td>
			Pros &nbsp;&nbsp; &nbsp;&nbsp;&nbsp; &nbsp;&nbsp;&nbsp; 
			•&nbsp; Quick

			•&nbsp; Smart Design

			•&nbsp;&nbsp;Magic Twist!
			</td>
			<td>
			Cons 
			• Laggy UI

			•&nbsp;Range
			</td>
		</tr>
	</tbody>
</table>

[/tab]

[/tabs]

2025 Ather 450X Review: The e-scooter for Rallying?

Ather is not sitting on its laurels and is taking every opportunity to make its 450 range as robust and high-tech as possible.

With offroad-biased motorcycles getting popular day-by-day, manufacturers are ‘scrambling’ to introduce their own contenders to the mix. However, you may ask, “what is a scrambler, anyway?” Well, before dirtbikes, ADVs and dual-sport motorcycles, enthusiasts had been converting their road-biased machines with minimal bodywork, knobby tyres, raised suspension and jacked-up fenders to suit offroad racing. The segment gained momentum in the 1950s and 1960s, with brands like <a href="https://www.autox.com/new-bikes/triumph/">Triumph</a> and <a href="https://www.autox.com/new-bikes/royal-enfield/">Royal Enfield</a> taking multiple victories in competitive racing.&nbsp;

https://www.youtube.com/watch?v=4P88PX5H1Q4&amp;t=304s

With that, let me introduce you to Eddie Mulder and the Big Bear Run. In 1960, a 16-year old kid from Lancaster, California lined up at the start of one of the most grueling events of its time with 750 other riders vying for top honours. Overcoming initial setbacks, which included missing footpegs, ‘fast Eddie’ crossed the finish line first on his 500cc, single-cylinder Royal Enfield. Paying homage to the man and his machine, the company has introduced an offroad biased iteration of its 650cc platform, called the Bear 650. However, while it looks and feels like a scrambler, it is completely different from what I expected. Let me explain.

<h2>Royal Enfield Bear 650 First Ride Review:&nbsp;Design and Dimensions</h2>

Before I start telling you about what is different about the Bear 650 over Interceptor, let me touch upon the similarities. As claimed by Royal Enfield, the Bear 650 only shares the engine, main frame, fuel tank and parts of its braking system with the motorcycle it is based on. In terms of its design, Royal Enfield has done a good job of giving the bike a new identity. One thing which all journalists at the first ride event unanimously agreed upon was that it looked fantastic!&nbsp;

<img alt="RE Bear 650 Web 9" height="720" src="/uploads/2024/11/RE-Bear-650-web-9.jpg" width="1280" />

In total, there are five vivid colour options that you can choose from - Boardwalk White, Golden Shadow, Wild Honey, Petrol Green and Two Four Nine. The last variation offers a white and teal green colour pallette with Eddie Mulder’s 249 race-winning number emblazoned on the side fairing. We had the Golden Shadow edition to ride during the event and not only was it a crowd favourite, but it is the only option to feature gold USD forks up front. I wish this was the case with the other variations as well. However, despite this one drawback, the rest of the colour options look equally funky and retro.

Also Read:&nbsp;<a href="https://www.autox.com/reviews/bike-reviews/triumph-speed-t4-review-better-deal-than-speed-400-118543/">Triumph Speed T4 Review: Better Deal Than Speed 400?</a>

<img alt="RE Bear 650 Web 11" height="720" src="/uploads/2024/11/RE-Bear-650-web-11.jpg" width="1280" />

In terms of dimensions, the Bear 650 is larger than the Interceptor in every aspect. It is 20mm wider, 93mm taller and 61mm longer. And thanks to an increased rake angle 26.1 degrees, the wheelbase has increased by a total of 62mm. So, whilst the Bear 650 might not look that big compared to the Interceptor, it does get the necessary changes for the purpose it is built for. Speaking of purpose, the ground clearance has gone up by 10mm and with that, the seat height is also taller by 25mm. One thing I did expect more of was weight savings. The Bear 650 has lost just 2kg over the Interceptor, while the new exhaust is 7kg lighter. With the gains from added components and reinforced chassis, it is practically on par with the machine it is based on.

<h2>Royal Enfield Bear 650 First Ride Review:&nbsp;Ergonomics and Features</h2>

As I mentioned previously, the Bear 650 is not only taller than the Interceptor but it also gets a taller seat height. Along with that, Royal Enfield has also fitted the new scrambler with a taller handlebar. As a result, what you end up getting is a more upright sitting-down riding position and also a pretty decent standing-up position for your offroad excursions. My height stands at 5’6 feet and despite not being able to flat-foot both legs, the Bear 650 had the right body positioning for better control while riding.

<img alt="RE Bear 650 Web 5" height="720" src="/uploads/2024/11/RE-Bear-650-web-5.jpg" width="1280" />

When it comes to features, the Bear 650 is the among the most loaded motorcycles within the company’s entire lineup. The stand outs have to be all-LED lighting, 4-inch TFT Tripper Dash with phone connectivity and Google Maps navigation, USB 2.0 charging port and switchable dual-channel ABS. However, one change I would have liked for Royal Enfield to make was the joystick which controls the layout and functionality of the Tripper Dash. Like the Himalayan, it worked well enough but it does feel a tad fiddly when you wish to control it on the move.

Also Read:&nbsp;<a href="https://www.autox.com/reviews/bike-reviews/royal-enfield-guerrilla-450-street-warfare-118062/">Royal Enfield Guerrilla 450 Review: Himalayan for the Streets</a>

<h2>Royal Enfield Bear 650 First Ride Review:&nbsp;Ride and Handling</h2>

Now we get to the part which you all might have been waiting for eagerly. Let’s see what all the differences and upgraded components have to offer in terms of functionality. To start with, let me get specifications out of the way before I talk about performance. The Bear 650 features the same 648cc, parallel-twin motor but, with a higher state of tune. You see, Royal Enfield has decided to ditch the twin exhaust-outlet setup and chose to go with a new 2-into-1 configuration instead. This, along with a new tune has brought the total output for the Bear 650 up to 47bhp and 56.5Nm of torque. The main changes here over the Interceptor 650 is the fact that peak power output comes in slightly earlier, along with an increase of 4.2Nm of torque. Over that, the revised tuning ensures that the increased torque output is spread across evenly throughout the rev range, in order to ensure a more tractable riding experience. Moving along, Royal Enfield has also revised the final drive ratio, in order to compensate for the larger alloy wheels and tyre combination.

<img alt="RE Bear 650 Web 3" height="720" src="/uploads/2024/11/RE-Bear-650-web-3.jpg" width="1280" />

As soon as we started riding the motorcycle, what was immediately apparent was that Royal Enfield has not messed with the unit’s grunty character. In fact, the Bear 650 felt a tad more lively and snappier than its siblings. But, not overtly so. Unless you ride the Interceptor and Bear 650 back-to-back, it is hard to tell them apart until you really start pushing them. And pushing it we did once we got to the Californian canyons. There, the performance from the Bear 650 really seemed to come into its own. You have a lovely spread of performance in the low- and mid-range rpms, with the engine only starting to give up steam past the 6,000rpm mark. However, by that time, you definitely will be pushing past the speed or your riding limits. The engine was so tractable that 4th gear pulls from as low as 20km/h, all the way up to 120km/h were an absolute breeze and riding the Bear (I love saying that) in this manner became second nature. One clear difference over the Interceptor was that the Bear was a tad more eager to keep going at higher rpms. However, the one downside of all this added performance was erratic fueling at the mid-rpms which made throttle transitions rather jerky. This was fine when wanting to whack open the throttle out of a corner on the road but quite sketchy when we got the loose gravel and sandy sections of our test route.

Also Read:&nbsp;<a href="https://www.autox.com/reviews/bike-reviews/2024-husqvarna-svartpilen-401-review-ktm-390-duke-in-swedes-clothing-116083/">2024 Husqvarna Svartpilen 401 Review: KTM 390 Duke in Swede's Clothing?</a>

<img alt="RE Bear 650 Web 6" height="720" src="/uploads/2024/11/RE-Bear-650-web-6.jpg" width="1280" />

While performance from the engine was fun and tractable, the handling of the Bear 650 feels like a mixed bag. In order to compensate for the purpose and abuse that this motorcycle might be put through, Royal Enfield hasn’t just given us USD forks and called it a day. Instead, what you also get is a reinforced main and sub frame, along with stiffened, long-travel rear twin shock absorbers. In my opinion, with the changes made to the motorcycle, the Bear 650 is undoubtedly the best handling road bike that RE has ever made. My only gripe being that it might have become a little overly stiff for everyday road usage. Our tests were mostly concentrated on onroad routes and similar to the powertrain, it really came alive in the canyons. We had police-assisted, closed-off road sections for shoot purposes and throwing the Bear into a corner at triple-digit speeds never bothered it one bit. In fact, slower riders in the group easily managed to keep pace and that was also quite a testament. However, as good as it was to ride on smooth roads, it came to bite back when the going got rough. The front-end always felt nervous through the rutted section and what didn’t help was the fact there was no optimum amount of give in the suspension to build confidence when you started pushing the motorcycle. The front suspension travel of 130mm travel and 115mm at the rear worked well over rough terrains at slower speeds but it was easy to find its limits just when things started to get fun.

Also Read:&nbsp;<a href="https://www.autox.com/reviews/bike-reviews/royal-enfield-himalayan-ducati-desertx-off-road-comparison-review-ultimate-adv-bike-vs-rider-challenge-117774/">Royal Enfield Himalayan &amp; Ducati DesertX Off Road Comparison Review: Ultimate ADV Bike vs Rider Challenge</a>

<h2>Royal Enfield Bear 650 First Ride Review:&nbsp;Verdict</h2>

So, how do we sum up the Bear 650 whilst figuring out its hierarchy within the 650 lineup? To start with design, it is definitely the best looking 650cc from RE till date, in my opinion. The designers have done a fantastic job of taking the best bits from its sibling but doing more than enough for onlookers to tell them apart. It even has the coolest colour options within the range. Then we get to the performance and handling. As I mentioned previously, it is the best road bike with an RE badge to date but does end up making compromises in the form of comfort and compliance. Over that, the main purpose of a Scrambler is to be equally comfortable offroad but just doesn’t quite cut it in its stock form. However, the good thing is that it is easier and cheaper to dial back on stiffness post-purchase rather than investing more into a softer setup to handle as well as this bike does. With a starting price of Rs 3.39 lakh (ex-showroom), the Bear does justify the Rs 30k hike over the Interceptor but, for those who want a better on-road handling motorcycle compared to anything else in the 650 range.

Royal Enfield Bear 650 First Ride Review: Offroad Machine or Overdressed Interceptor?

Introducing a new dual-sport option to the 650 lineup, Royal Enfield has launched the new Bear 650 at a starting price of Rs 3.39 lakh (ex-showroom). We're in California to give this scrambler a proper test of mettle.

Look up at the sky and chances are that you will see an aeroplane fly by. Staring in wonder, you might think that it takes a lot to get you airborne and waft you across the blue sky. Of course, that is true but not always. The first ever manned plane by the Wright Brothers had a mere 12bhp engine powering it. It is a far cry from the big and complex engines of today. But it did not stop man from reaching for the heavens and feeling alive. This just shows that you do not always need the biggest tech to achieve the best results. It is a balance between power, physics and grit. With the recent onslaught of ADVs in the market that are capable but also usually big and burly, people have a perception that they are the best tool for off-road excursions. However, Kawasaki hopes to break the convention with the KLX 230, a lightweight, low-capacity dual-sport. We got to ride it on an off-road track and see how well it handles and if it can give you that flying feeling.

<iframe allow="accelerometer; autoplay; clipboard-write; encrypted-media; gyroscope; picture-in-picture; web-share" allowfullscreen="" frameborder="0" height="315" referrerpolicy="strict-origin-when-cross-origin" src="https://www.youtube.com/embed/FpxLpZeU2uU?si=t8lzWluo2Avf2MVA" title="YouTube video player" width="560"></iframe>

<h2>Kawasaki KLX 230 Review: Design and Build</h2>

The KLX is a simple but well-built machine. Surprisingly, the fit and finish of the machine is really good. I did not find any areas that struck out as bad. Yes, the cables just below the instrument cluster could have been routed a little better but it is no deal breaker. You get an LED headlamp but the turn indicators and the tail lamp are halogen. I am not too impressed by the indicator design but the rest of the slim and purpose-built bodywork looks good. It has a bit of a retro charm to it, thanks to the square-ish headlamp unit.

<img alt="Kawasaki KLX 230 Front Three Quarter" height="720" src="/uploads/2024/11/Kawasaki-KLX-230-front-three-quarter.jpg" width="1280" />

I do prefer the Lime Green of our test unit but I also realise that it might be too loud for some. Those customers can opt for the more subtle Battle Gray colour. Something that novice riders might struggle with is the height of the bike. It has a seat height of 880mm but that is common for dirt bikes like these. Since the frame is very narrow, reaching the ground is relatively easier. The plus point of this height is the ample ground clearance of 265mm.

<img alt="Kawasaki KLX 230 Instrument Cluster" height="720" src="/uploads/2024/11/Kawasaki-KLX-230-instrument-cluster.jpg" width="1280" />

Kawasaki has also given a fully digital instrument cluster to the KLX, complete with Bluetooth connectivity. Although the design and readouts are basic, I think it gets the job done. I just wish that it perhaps could come with a gear position indicator since there seems to be space for it on the console. The main idea behind a machine like the KLX 230 is to keep things simple and light and that Kawasaki has managed to do very well.

<h2>Kawasaki KLX 230 Review: Ride Experience</h2>

Let’s talk about the 233cc, single-cylinder, air-cooled engine powering the KLX. It produces a respectable 17.8bhp and 18.3Nm. Given the light kerb weight of 139kg, this small engine has no trouble zooming on dirt and propelling the bike a dozen feet in the air after you hit a ramp. What is even more surprising is the refinement and linear power delivery. I was expecting the engine to be gruff and the throttle to be janky but that was not the case at all. You can feed the KLX measured inputs and it also won’t leave you buzzing after a couple of sessions either. Even the 6-speed gearbox was easy to shift whether I was seated on the seat or standing on the pegs.

<img alt="Kawasaki KLX 230 Engine" height="720" src="/uploads/2024/11/Kawasaki-KLX-230-engine.jpg" width="1280" />

The ergonomics of the machine add to how well you can control this machine. Since you sit high up and the handlebar is not too tall or wide, it is very easy to muscle the bike around a corner or keep it pointing in a specific direction even though the ground underneath you is giving way under the pressure of combustion-powered motoring. Its feather-light kerb weight of 139kg adds to the convenience. The long travel suspension (240mm front and 250mm rear) is great at soaking in all kinds of shocks and providing a stable landing after a jump.

Also Read:&nbsp;<a href="https://www.autox.com/news/bike-news/kawasaki-klx-230-vs-hero-xpulse-200-4v-spec-comparison-whats-different-118730/">Kawasaki KLX 230 vs Hero Xpulse 200 4V Spec Comparison: What's Different?</a>

You get petal disc brakes on both ends with dual-channel ABS. But the real highlight is that you can switch off the ABS for both wheels at the press of a button on the right side of the handlebar. This is ideal considering what this machine is meant to do. The dual-purpose MRF tyres fared much better on sand and gravel than I was expecting. Since you will use this bike on the streets, you would need tyres that are somewhat capable of handling tarmac as well as helping you hunt down trails. So, while not as good as knobby tyres, I still feel like the units you get here are as good as it gets. You do not slide unnecessarily when you jam the rear brakes. Although, the front did feel a bit more willing to buck when turning and using the front brakes.

<h2>Kawasaki KLX 230 Review: Final Thoughts</h2>

When looking at the KLX 230, buyers will have to understand that even though it is road-legal, it does not mean that it is a one-stop solution for all your needs. It is meant for people who want to pursue serious off-roading and is more suited for off-road courses than it is for daily commutes. The fact that you do not need to have a trailer to transport it to the dirt track is an added bonus.

<img alt="Kawasaki KLX 230 Jump" height="720" src="/uploads/2024/11/Kawasaki-KLX-230-jump.jpg" width="1280" />

So, maybe this won’t convince every Xpulse customer to make the jump but then, the vanity of this machine lies in its exclusivity. At least that is what I believe. And it definitely shows that motorcycles cannot be limited to the spec sheet. The numbers on paper do not even begin to tell the story the KLX carves in the wild!

Also Read:&nbsp;2024 <a href="https://www.autox.com/reviews/bike-reviews/2024-yezdi-adventure-first-ride-review-better-than-the-himalayan-117960/">Yezdi Adventure First Ride Review: Better Than The Himalayan?</a>

The KLX 230 will be sold as a CKD so the prices are going to be better than existing dirt bikes from the company but still a bit on the higher side. We expect it to be under Rs 3 lakh (ex-showroom) and that would give it a fighting chance. Higher sales numbers might encourage Kawasaki to produce the bike here in India and reduce the costs further. No matter how you look at it, I believe that Kawasaki has a capable machine in their hands, one that has loads of potential for delivering high giggles per hour. This is a machine I loved more with every lap spent riding it. 
&nbsp;

&nbsp;

[tabs]

[tab title="Kawasaki KLX 230"]

Engine:233cc, single-cylinder, air-cooled, SOHC

Transmission:6-Speed, return

Power:17.8bhp @ 8000rpm

Torque:18.3Nm @ 6400 rpm

Price:TBA

X-Factor:&nbsp;The closest thing to a road-legal dirt bike in India.

<table cellpadding="1" cellspacing="1">
	<tbody>
		<tr>
			<td>
			Pros &nbsp;&nbsp; &nbsp;&nbsp;&nbsp; &nbsp;&nbsp;&nbsp; 
			•&nbsp; Lightweight

			•&nbsp; Refined Engine

			•&nbsp; Suspension setup
			</td>
			<td>
			Cons 
			• Seat height
			</td>
		</tr>
	</tbody>
</table>

[/tab]

[/tabs]

Kawasaki KLX 230 Review: More Capable Than Hero Xpulse 200 and RE Himalayan 450?

In a market full of capable but cumbersome ADVs, what does a nimble, low-capacity dual-sport machine bring?

If you follow the motorcycle market, you’ve likely noticed a paradigm shift in the ADV segment. Until recently, most middle-weight ADVs in the market were more suited for touring than for true off-roading. While there were models like the <a href="https://www.autox.com/new-bikes/bmw/r-1300-gs/">BMW GS</a> and <a href="https://www.autox.com/new-bikes/triumph/tiger-900/">Triumph Tiger</a>, there were no Japanese options. Furthermore, there was nothing around the ₹10 lakh mark. Suddenly, things changed, with Honda launching the <a href="https://www.autox.com/new-bikes/honda/xl750-transalp/">XL750 Transalp</a> and Suzuki introducing the V-Strom 800DE. But are they any good? Well, let’s focus on Suzuki today and put the V-Strom to the test. Honestly, I for one can’t wait to see if it can do more than just look cool on city streets. So, let’s put on the gloves and start riding.

Also Read:&nbsp;<a href="https://www.autox.com/reviews/bike-reviews/royal-enfield-himalayan-ducati-desertx-off-road-comparison-review-ultimate-adv-bike-vs-rider-challenge-117774/">Royal Enfield Himalayan &amp; Ducati DesertX Off Road Comparison Review: Ultimate ADV Bike vs Rider Challenge</a>

<h2>Suzuki V-Strom 800 DE First Ride Review: City &amp; Highway Performance</h2>

My first experience with this Japanese ADV began on a ride home from the office during peak traffic. In those slow-speed scenarios that define a typical commute, it felt somewhat lacking. It had the necessary grunt to get moving but felt a bit tame in the mid-range. However, once I hit the open roads, I realised that this engine likes to stretch its legs before unleashing its performance. As you twist the throttle, climb up the gears, and watch the revs and speed build, you’ll come to appreciate how broad and well-spaced its power band is. In traffic, I was merely scratching the surface of its capabilities – the real thrill begins when the engine is done stretching its muscles and the needle passes the 4,000rpm mark.

<img alt="Suzuki V Strom 800DE Motion" height="720" src="/uploads/2024/08/Suzuki-V-Strom-800DE-Motion.jpg" width="1280" />

The motorcycle is powered by a 776cc parallel-twin engine with a 270-degree crank, delivering 84bhp and 78Nm of torque. It is a versatile setup and allows you to choose between three ride modes – Active, Basic, and Comfort (A, B, and C). Additionally, there are four levels of traction control to suit your experience or needs – Mode 1, Mode 2, Mode 3, and Gravel mode. There is also the option to turn off the traction control entirely. Furthermore, you can select the level of ABS intervention and even choose to completely disable the rear ABS.

Also Read:&nbsp;<a href="https://www.autox.com/reviews/bike-reviews/bmw-r-1300-gs-review-the-big-daddy-of-advs-has-a-change-of-heart-117434/">BMW R 1300 GS Review: The Big Daddy of ADVs has a Change of Heart</a>

<img alt="Suzuki V Strom 800DE Engine" height="720" src="/uploads/2024/08/Suzuki-V-Strom-800DE-Engine.jpg" width="1280" />

On the road, I chose to stick with Active ride mode, which also provides the snappiest throttle response. The bike also features a bi-directional quick-shifter for swift gear shifts, which works rather well, although downshifting can be a bit notchy at low speeds. The engine itself is remarkably smooth – there are hardly any vibrations, thanks in part to a double balancer shaft. Even at high revs, the engine never feels stressed – unless you are doing silly triple-digit speeds – and delivers progressive acceleration. All this ensures a sense of predictability as you continue to wind the throttle.&nbsp;

<h2>Suzuki V-Strom 800 DE First Ride Review: Handling &amp; Off-Road</h2>

In terms of handling, the V-Strom continues to impress. Suzuki has designed a motorcycle with an extremely balanced chassis – in fact, it’s so brilliant that you can navigate bumper-to-bumper traffic while standing on the pegs. On twisty roads, it feels nimble and agile. The rear suspension may feel a bit soft while aggressively attacking a corner, but it remains manageable and won’t overwhelm you.

<img alt="Suzuki V Strom 800DE Motion3" height="720" src="/uploads/2024/08/Suzuki-V-Strom-800DE-Motion3.jpg" width="1280" />

While its on-road performance and handling are commendable, it really excels off the beaten path. Despite its weight, its chassis balance and suspension components inspire confidence as soon as you venture off-road. The suspension hardware includes adjustable telescopic Showa forks up front and a linked mono-shock with a remote preload adjuster at the back.

<img alt="Suzuki V Strom 800DE Front Three Quarter" height="720" src="/uploads/2024/08/Suzuki-V-Strom-800DE-front-three-quarter.jpg" width="1280" />

In off-road settings, the Active or A mode can be quite twitchy on tight trails or technical off-road sections. Here, the Comfort (C) mode works best, allowing you to unleash power gently and maintain traction, unless you intentionally want to slide. For those who enjoy sliding, the Gravel (G) traction allows for a certain amount of slippage before regaining control to prevent any mishaps. The suspension setup is a bit hard for the tarmac but ideal for off-roading. It feels pliant and prevents bottoming out, regardless of how hard you push it.

Also Read:&nbsp;<a href="https://www.autox.com/reviews/bike-reviews/triumph-tiger-sport-660-vs-moto-morini-x-cape-650x-112710/">Triumph Tiger Sport 660 vs Moto Morini X-Cape 650X: Beauty and the Beast</a>

The bike is equipped with Dunlop Trailmax Mixtour tyres as standard, which perform well across various conditions. They offer decent feedback and enough traction regardless of whether you are riding on gravel beds, loose surfaces, or mud, allowing you to always be in control while having fun. The ground clearance of the bike is also quite impressive. During the test, I was able to tackle tall obstacles without scraping the crash guard.

<h2>Suzuki V-Strom 800 DE First Ride Review: Design, Features and Ergonomics</h2>

Regardless of how good a bike rides, it won’t find a lot of buyers if it doesn’t appeal to customers in terms of aesthetics. And when you consider the 800DE’s segment and price, aesthetics becomes even more crucial. In simple terms, it must look like a million bucks, which it definitely does. From its eye-catching livery options to the classic Dakar-style front fairing, the V-Strom 800DE looks like it’s ready for adventure even while stationary. During my time with the bike, a lot of people would come to me and ask me where I was coming from and heading to, and all I could reply was, ‘office’. In my opinion, this is a handsome motorcycle. The gold rims, enduro styling, loud paint scheme, and seat design all come together rather beautifully. While the rear overhang might be a bit excessive for a completely sleek design, that’s more of a personal preference.

<img alt="Suzuki V Strom 800DE Headlight" height="720" src="/uploads/2024/08/Suzuki-V-Strom-800DE-Headlight.jpg" width="1280" />

In terms of features, the biggest highlight is the crisp 5-inch colour TFT display, which is well laid out and quite easy to navigate through menus and change settings, even while riding. The traction control, ABS, and ride modes are selectable on the go. Since long-distance touring is its primary function, it features a height-adjustable windscreen, all-LED lighting, and a USB charging port. However, surprisingly it misses out on cruise control and tubeless rims, which are quite significant for adventure enthusiasts. Even adjusting the windscreen requires unbolting, adjusting, and re-tightening the bolts, which can be a bit cumbersome. So, it’s not without its share of shortcomings.

Also Read:&nbsp;<a href="https://www.autox.com/reviews/bike-reviews/suzuki-v-strom-250-sx-vs-royal-enfield-himalayan-scram-411-comparison-review-113592/">Suzuki V-Strom 250 SX vs Royal Enfield Scram 411 Comparison: An Identity Crisis!</a>

<img alt="Suzuki V Strom 800DE Speedometer" height="720" src="/uploads/2024/08/Suzuki-V-Strom-800DE-Speedometer.jpg" width="1280" />

Now, let’s talk about ergonomics. If you’re wondering whether riders under six feet would be comfortable on this motorcycle, let me clear any doubts. At 5’6”, I found the motorcycle manageable for my height and frame. The handlebars are at the right height, comfortably reachable in a seated position, and even feel natural when standing for off-road riding. The V-Strom 800DE feels a bit wide near the waist, where the seat meets the tank, but this shouldn’t be an issue for experienced riders. However, I found the footpegs to be a bit narrow and the handguards a bit too flimsy for hardcore off-road use.

<h2>Suzuki V-Strom 800 DE First Ride Review: Is It Worth It?</h2>

Alright, what’s the final word on the new Suzuki V-Strom 800DE? Firstly, it looks fantastic, and if road presence is what you seek, the ₹10 lakh asking price is worth every penny. Beyond its good looks, it performs well both on and off-road and offers a decent amount of creature comforts for adventure touring. However, it does have its fair share of drawbacks, but I believe it makes up for them in other areas. Its biggest selling point is its versatility – it can tour all day, covering hundreds of kilometres, and with a few tweaks, it can transform into an off-road machine without hesitation. It’s easy to ride, instils confidence in all situations, and helps build your skills for handling bigger bikes in the future. For me, this feisty machine has definitely made it onto my short list of must-have motorcycles.

 
----

It has an extremely well-balanced chassis On twisty roads, it feels nimble and agile.

At 5’6”, I found the motorcycle manageable for my height and frame

[tabs]

[tab title="Suzuki V-Strom 800DE "]

Engine: 776cc / liquid-cooled / two-cylinder

Transmission: 6-Speed

Power: 84bhp

Torque: 78Nm

Price: ₹10.30 lakh (Ex-Showroom, Delhi)

X-Factor:&nbsp;The Suzuki V-Strom 800DE is an ideal companion for those who want a long-distance tourer with added off-road capability.

<table cellpadding="1" cellspacing="1">
	<tbody>
		<tr>
			<td>
			Pros &nbsp;&nbsp; &nbsp;&nbsp;&nbsp; &nbsp;&nbsp;&nbsp; 
			•&nbsp; Design, Price, &amp; Off-Road Ability
			</td>
			<td>
			Cons 
			• Weight and Missing Key Features
			</td>
		</tr>
	</tbody>
</table>

[/tab]

[/tabs]

Suzuki V-Strom 800 DE First Ride Review: All The Bike You'll Ever Need?

There is a new breed of ADVs gaining popularity, one that includes the new Suzuki V-Strom 800DE. The rugged new V-Strom not only promises great highway performance but also the capability to tackle the great outdoors. But does it deliver?

I’m sure I don’t have to tell you that I’ve been waiting for this moment for a long time!

Well, since July 2013 to be exact – that’s the last time I drove a Ferrari V12 convertible. And it just so happens that the Ferrari 12Cilindri is the spiritual successor of this very machine – a 1971 365 GTS, the Daytona Spider, which directly inspired the styling of the front-end of this machine.
 
 
 
At the time, even in my wildest dreams I couldn’t have possibly imagined that over a decade later, on the 16th of April 2024, Ferrari would ensure that the lineage of the front-engined V12 GT would endure, thanks to the 12Cilindri.<img src="https://images.autox.com/uploads/2025/03/1741785060147-1jvd-Ferrari-12Cilindri-Spider-Front.webp" alt="Ferrari 12Cilindri Spider-Front.jpg" style="width: 100%; height: auto;">

And I certainly couldn’t have predicted that I would be at Maranello on that fateful day, when both the Berlinetta and Spider would be unveiled to an unsuspecting bunch of motoring journalists from across the globe. But that was just the unveil. This would finally be my chance to get behind the wheel – here in Cascais in Portugal, on the western most tip of the European continent.<img src="https://images.autox.com/uploads/2025/03/1741784879542-zhk3-Ferrari-12Cilindri-Spider-infotainment-screen.webp" alt="Ferrari 12Cilindri Spider-infotainment-screen.jpg" style="width: 100%; height: auto;">The 12Cilindri Spider was kitted out in its launch livery of Verde Toscana, which was offset perfectly by the black contrasting trim. And, to my eyes, it’s an absolutely stunning machine – a design that, for some reason, the pictures simply do no justice! It’s clean and elegant, while being muscular and curvaceous at the same time. There’s a timelessness to the design, and I personally think it’ll age very well indeed.

 
 
 
 


<h2>So, what’s all the fuss about?</h2>

Well, the name is a dead giveaway – the car is pronounced Dodici Cilindri, which literally translates to 12 cylinders in Italian. The engine was so important to this machine – so central to Ferrari in fact – that they decided to name this car after its engine configuration. You see, across the industry, engines are either being downsized and turbocharged or hybridised, or both, so the idea of a naturally aspirated V12 is not just truly alluring but also incredibly courageous from the Prancing Horse. <img src="https://images.autox.com/uploads/2025/03/1741784948629-7w76-Ferrari-12Cilindri-Spider-Rear-View.webp" alt="Ferrari 12Cilindri Spider-Rear-View.jpg" style="width: 100%; height: auto;">Now that’s not to say that Ferrari hasn’t also gone down the turbo and hybrid route already – in fact, with its performance flagship, the SF90, it’s attached a pair of turbos to a V8, not to mention added a battery pack and a set of motors to give it 1,000 horsepower and all-wheel drive. Meanwhile, in the achingly beautiful and spectacularly fast 296, it’s even gone down the V6 route (which is also turbocharged and hybridised) for the first time since the Dino in the 60s. And, of course, it’s also heading down the EV route, with its first all-electric supercar that will be revealed later this year.But Ferrari also wants to retain the essence of its GT cars from the 50s and 60s, which is where the 12Cilindri comes in. And so, this successor to the 812 Superfast gave up its ultimate performance throne to the SF90 and instead embraced its GT roots to make the most of the V12 under the bonnet – which can be both incredibly refined but also insanely explosive, depending on what you do with your right foot.

 
 
 
 


<h2>So, what’s under the hood?</h2>

Now, we’ve been over the specs before, but it bears repeating – it’s a 6.5-litre V12 that produces a scarcely believable 128bhp per litre for a total power output of 818bhp at 9,250rpm and 678Nm at 7,250rpm. It redlines at, brace yourself, 9,500rpm, and it’s so incredibly smooth, plus it revs so fast thanks to its titanium conrods, that you can get up to the redline and not even know it unless you’re looking at the digital tach on the instrument cluster.<img src="https://images.autox.com/uploads/2025/03/1741784971851-vk7o-Ferrari-12Cilindri-Spider-1.webp" alt="Ferrari 12Cilindri Spider-1.jpg" style="width: 100%; height: auto;">Yes, it reaches 100km/h in 2.9 seconds and 200km/h in 7.9 seconds from a standstill, but it also has a cabin outfitted with the finest handstitched Italian leather and all the tech you can possibly imagine. It gets three displays – one for the instrument cluster, one for the central screen, where you can connect your phone, and the third is a passenger screen integrated into the dash, so your unsuspecting co-driver can keep an eye on the revs as he or she hangs on for dear life.
 
 
 


Of course, in true Ferrari fashion, it’s got massive gear shift paddles mounted to the steering column – as opposed to onto the steering wheel – which is just how I like them because you always know where they are. The steering wheel has wiper controls and indicator buttons, as well the famous Manettino switch, which you use to control the driving modes. But it also has a very innocuous button on a panel off to one side of the steering wheel that’s marked HELE, which stands for ‘High Emotion, Low Emission.’ That’s Ferrari-speak for the Auto Start-Stop button. Most cars would have an ‘A’ inside a circle, but that just wouldn’t do on a Ferrari. But the thing is that it’s not contrived in the cabin of this car. It’s simply a result of the Ferrari mindset of passion and precision. Of course, they strive for absolute performance and aim for perfection, but at the heart of every decision is emotion – the emotion it evokes when you interact with the machine. And you get a sense of that ethos from everyone who works at Maranello, regardless of whether that person is in his or her first week or a veteran who’s been there for decades.
 
 
 
<h2>So, what’s it like from behind the wheel?</h2>

Well, I would love to tell you that I spent my time in the 12Cilindri Spider bouncing off the 9,500rpm rev limiter, but in fact we were met with a torrential downpour that felt less like Southern Europe and more like South Mumbai in the monsoon. But what these conditions did was usher in a complete revelation in terms of just what this Ferrari GT is capable of.

You would imagine that an 800+ horsepower rear drive beast would be a terrifying experience in the pouring rain – especially on the tight and twisting coastal roads of Portugal, but in in truth, with the Manettino set to ‘Wet,’ it was almost as docile as a Fiat Panda. But the minute you bury your right foot into the carpet, it quickly turns into a thoroughbred stallion – but never a bucking Bronco. You can see the traction control button flashing away on the dash as you try and overwhelm the rear tyres, but the electronics are so well calibrated that it modulates the power perfectly to match the prevailing levels of grip. Sure, you can always get in over your head with that much power on tap but show a little restraint and the 12Cilindri will humour and entertain you in equal measure.<img src="https://images.autox.com/uploads/2025/03/1741785017763-ioei-Ferrari-12Cilindri-Spider-Rear-Three-Quarter.webp" alt="Ferrari 12Cilindri Spider-Rear-Three-Quarter.jpg" style="width: 100%; height: auto;">Of course, any opportunity I got between the near incessant showers, I dropped the top to hear that V12 howl. Sure, it’s slightly muted because of a pair of catalytic convertors and petrol particulate filters, but in ‘Race’ mode, with the flaps in the exhaust open, it’s enough to make your hair stand on end and send chills down your spine. But, really, what stands out in this car is its sheer poise and balance. No one does cohesion quite like Ferrari. Sure, a lot of manufacturers do power and speed quite well, but no one does it with this much style and finesse.<img src="https://images.autox.com/uploads/2025/03/1741785044538-hxid-Ferrari-12Cilindri-Spider-Side-Profile.webp" alt="Ferrari 12Cilindri Spider-Side-Profile.jpg" style="width: 100%; height: auto;">

 
 


So, what you’re getting in the 12Cilindri is a level of performance &amp; style mated to a versatility &amp; usability that’s simply unmatched. You get bragging rights and the ultimate tech of course, but what really sets this machine apart is its breadth of capability, which is in a league of one. This really is a car that you can drive cross-country to your favourite racetrack, have a blast at the limit, and then drive home again at breakneck speed – in true GT fashion.

Job well done Ferrari! Thank you for flying the V12 flag – may you continue to do so for a long time to come…




[tabs]

[tab title="Ferrari 12Cilindri Spider"]

Engine: 6,496cc V12 (Dry Sump) 

Transmission: 8-speed DCT

Power: 819bhp 

Torque: 678Nm
 
Acceleration: 0-100km/h 2.95 sec 

Fuel: Petrol 

Price:&nbsp;Rs 9.15 Crore Ex-showroom

X-Factor:&nbsp;Supremely engineered. Stupendously fast. Stunningly beautiful.

<table cellpadding="1" cellspacing="1">
	<tbody>
		<tr>
			<td>
			Pros &nbsp;&nbsp; &nbsp;&nbsp;&nbsp; &nbsp;&nbsp;&nbsp; 
			•&nbsp; As fast &amp; versatile as anything ever conceived. 

			</td>
			<td>
			Cons 
			• Only for the extremely well heeled. 
			</td>
		</tr>
	</tbody>
</table>

[/tab]

[/tabs]

Ferrari 12Cilindri Spider First Drive Review: Versatility in Verde

We drove a naturally-aspirated V12, convertible Ferrari offering maximum involvement but a torrential downpour threatened to spoil the party.

2025 Camry Hybrid First Drive Review: Luxury and Performance with 25kmpl

The new Toyota Camry Hybrid is a big step up from the last generation when it comes to looks, features, and how it drives, and it’s definitely for the better.

Honda was probably the last big carmaker in India to enter the compact SUV scene with the <a href="https://www.autox.com/new-cars/honda/elevate/">Elevate</a>. While their product is quite impressive, the late entry means they’ve already lost a big chunk of the market to rival brands occupying the compact SUV space for almost a decade. On the other hand, the sub-compact sedan segment has quite a different story to tell. The <a href="https://www.autox.com/new-cars/honda/amaze/">Honda Amaze</a> has been around for a while and has done pretty well. It’s the company’s best-selling model, which consistently drives solid sales numbers for <a href="http://www.autox.com/new-cars/honda/">Honda Cars India</a>. The issue now is that aside from commercial (cab) sales, the growing trend is towards SUVs, which means compact car buyers are increasingly gravitating towards those more rugged-looking machines instead of sedans. Perhaps, that's why we don't see many updates in the compact sedan category. Thankfully, after the segment leader Maruti Suzuki Dzire, the Honda Amaze has also received a significant update. The company calls it a next-generation (third-gen) all-new model. However, we were a bit sceptical about the claim until we got behind the wheel of the new Amaze.

<iframe allow="accelerometer; autoplay; clipboard-write; encrypted-media; gyroscope; picture-in-picture; web-share" allowfullscreen="" frameborder="0" height="315" referrerpolicy="strict-origin-when-cross-origin" src="https://www.youtube.com/embed/5R_56OP1n5c?si=YZft7Jkd5WfBpTyH" title="YouTube video player" width="560"></iframe>

Also Read:&nbsp;<a href="https://www.autox.com/news/car-news/new-honda-amaze-basic-signature-and-utility-accessory-packages-explained-whats-different-119309/">New Honda Amaze Basic, Signature, and Utility Accessory Packages Explained: What's Different</a>

<h2>Best-looking sub-compact sedan?</h2>

Now, the new Amaze, referred to by the company as the third-generation model, is based on the outgoing second-generation model, with some additional structural reinforcements. The wheelbase remains unchanged, and the side profile looks almost identical to its predecessor. The only noticeable changes are at the front and the rear. While wheels now get a machined design, it doesn't significantly alter the overall side appearance of the car.&nbsp;

<img alt="New Gen Honda Amaze Rear Design" src="/uploads/2024/12/New-Gen-Honda-Amaze13.jpg" style="width: 1280px; height: 720px;" />

The front has undergone a complete redesign, taking inspiration from the Elevate. Features such as a mesh front grille with a flatter design and headlamp clusters show clear SUV influences. Additionally, the revised bumper also includes redesigned fog lamp housings. Moving to the back, you might be surprised by how much it resembles the Honda City, especially with the new 3D LED tail lamp clusters. In fact, if you are driving behind the new Amaze at night, you could easily mistake it for the City. The rear design is neat and clean, with no unnecessary elements.

<img alt="New Gen Honda Amaze Side View" src="/uploads/2024/12/New-Gen-Honda-Amaze14.jpg" style="width: 1280px; height: 720px;" />

Overall, while the third-generation Honda Amaze resembles the second-generation model, it combines the Elevate’s front styling with the City’s rear look. Despite the limited attractiveness in the sub-compact sedan market, it remains arguably the best-looking option available in India, offering a proper three-box design characteristic of a true sedan.

<h2>A Better Experience Inside?</h2>

Inside, you may not immediately notice the changes, for the cabin layout is familiar. However, there are quite a few updates, like the newly designed dashboard, with an 8-inch floating touchscreen infotainment system. This setup supports wireless Android Auto and Apple CarPlay, which is pretty cool. Below the infotainment, you'll find HVAC controls taken from the Elevate.&nbsp;What's great here is that everything has proper physical buttons, especially for the infotainment shortcuts.

<img alt="New Gen Honda Amaze Interior" src="/uploads/2024/12/New-Gen-Honda-Amaze-11.jpg" style="width: 1280px; height: 720px;" />

I really like the presence of physical controls, for it means you don't have to take your eyes off the road as much while driving. The dashboard’s design has been refreshed too, featuring a sleek dual-tone look with an aluminium strip, which adds a nice touch. While the beige part might seem soft to the touch, it’s actually hard plastic. While there are hard plastics all around the cabin, they look and feel decent overall. The flimsy central console in the old Amaze was a big annoyance, but that’s been fixed in this new version. The touchscreen works well and connects effortlessly to your smart devices, with both Android Auto and Apple CarPlay. Plus, the interface is simple and user-friendly. For device charging, the Amaze includes two USB ports up front, a 12V socket in the front and rear, and a handy wireless charging pad. A nice feature of the charging pad is that you can turn it off with a dedicated button. It would’ve been nice if Honda had included a Type-C port too, since most new smartphones use Type-C cables nowadays.

<img alt="New Gen Honda Amaze Infotainment" src="/uploads/2024/12/New-Gen-Honda-Amaze-9.jpg" style="width: 1280px; height: 720px;" />

The steering wheel looks like it has been lifted from the Honda City but without the leatherette feel. Still, it’s loaded with controls for the infotainment, ADAS features, and the info display on the new instrument cluster, which feels pretty City-like. The cluster has a 7-inch TFT display for all the important info, along with a traditional needle for speed. The seats have been given a bit of a makeover with better bolstering, but the cushioning and fabric remain the same as before, even in the higher trims. They’re quite comfortable, though. Space management has always been a top highlight of the Honda Amaze, and the new model just adds to it. It's been widened slightly, adding extra room for rear-seat passengers and more boot space.

<img alt="New Gen Honda Amaze Rear Seat" src="/uploads/2024/12/New-Gen-Honda-Amaze-1.jpg" style="width: 1280px; height: 720px;" />

Space was never an issue with the Amaze; it easily fits four adults and up to five mid-size suitcases. You might wonder why there’s a problem fitting a fifth person, and that's because the Amaze finally comes with rear AC vents, which were much needed. However, those centrally-mounted vents can make legroom a bit cramped for the person sitting in the middle at the back. On the bright side, the cabin now cools down faster and better than before.

<h2>Drives Differently?</h2>

The driving experience of the third-generation Honda Amaze is again not a complete departure from the outgoing version, especially in terms of ergonomics. That, however, was not even a problem in the previous iteration. The steering wheel, driver seat, and foot pedals are excellently positioned, instantly offering you a comfortable driving posture. Coming to the drivetrain, the same 1.2-litre four-cylinder i-VTEC petrol engine is the sole option here, and it continues with the same 5-speed manual and CVT automatic gearbox options to choose from in all three trim levels. While most other brands have shifted to more economical three-cylinder configurations, the Amaze still offers the four-cylinder configuration, but the good thing is that it's slightly more refined. Now, we expected Honda to add a bit more punch to this drivetrain, but unfortunately, that's not the case. It continues to deliver about 89 horsepower and 110Nm of torque. Now, the power output here is pretty adequate for this kind of setup, but the torque could have been improved. Honda says that they have altered the tuning of the engine as well as of the gearbox a bit, but we didn't quite feel the changes. The engine still sounds strained when you press hard on the throttle pedal, but you don't quite feel inside the cabin, perhaps, because the overall structure is now more strengthened. Honda also seems to have reworked the insulation of the Amaze, for it filters out the engine noise and road harshness more effectively, offering a slightly quieter ride experience than before.

<img alt="New Honda Amaze Front and Side Design" src="/uploads/2024/12/New-Gen-Honda-Amaze-12.jpg" style="width: 1280px; height: 720px;" />

Now, coming to the gearbox, we drove the CVT version of the new Honda Amaze. This is probably the only car on the market with the smoother CVT gearbox, as most of the competition has shifted to AMTs, with the fun of paddle shifters whenever you need a manual downshift for overtakes or engine braking.

<img alt="Honda Amaze Gear Shift" src="/uploads/2024/12/New-Gen-Honda-Amaze-10.jpg" style="width: 1280px; height: 720px;" />

One thing that I was expecting in the new Amaze was a better suspension setup. However, it feels more or less the same as that of the outgoing model. The softer setup of the car gobbles all the road undulations without any hiccup at low speeds, but the high-speed damping and the stability beyond three-digit speeds remain questionable. Maybe that's another reason Honda is not even offering any more powerful drivetrain options. To be honest, this setup is near perfect for your daily city commutes as well as some occasional short weekend escapes, especially considering the enhanced safety kit of the new Honda Amaze.

<h2>The Most Affordable ADAS&nbsp;Car in India</h2>

Honda has enhanced the structure of the Amaze by incorporating 45 per cent high-tensile steel, reflecting their commitment to safety. The vehicle comes equipped with a range of safety features, including six airbags, ABS with EBD and Brake Assist, rear parking sensors, Hill Start Assist, Vehicle Stability Assist (VSA) with Electronic Stability Control, Traction Control, and ISOFIX-compatible rear seats. Additionally, all five passengers have access to seatbelts and head restraints, starting from the base V grade. The mid-level VX grade adds a rearview camera and a Lane Watch system, which provides a view of the side lane on the infotainment screen when the turn indicators are activated. This feature is particularly useful, as it helps minimise blind spots when changing lanes or directions.

<img alt="New Gen Honda Amaze Front Camera" src="/uploads/2024/12/New-Gen-Honda-Amaze-14.jpg" style="width: 1280px; height: 720px;" />

The standout feature of the new Amaze is in the top-end ZX grade, which starts at Rs 9.67 lakh (ex-showroom) for the manual transmission variant. It is now the most affordable car in India to offer an Advanced Driver Assistance System (ADAS) package. It includes Honda Sensing technology, which, in the Elevate SUV,&nbsp;has previously performed well in tests. This camera-based system includes features such as Collision Mitigation Braking, Road Departure Mitigation, Lane Keep Assist, Adaptive Cruise Control, Lead Car Departure Notification, and Auto High Beam. While these features enhance safety during forward motion, there is no ADAS support for reversing.

This is the first time a manufacturer has introduced a level-2 ADAS package in a car priced under ten lakh rupees, which is a significant milestone. Overall, these features contribute to making the Amaze a safer choice compared to many other options on the market. In fact, the Elevate, which uses the same Honda Sensing technology, was one of the top performers in our recent Mega ADAS test.

<h2>Next-gen or Facelift?</h2>

While the platform and drivetrain remain unchanged, we can't truly categorise this as a next-generation version. However, the numerous updates both inside and out, along with the addition of new features, make it much more than just a simple facelift. As mentioned earlier, it is arguably the best-looking car in its segment.

Also Read:&nbsp;<a href="https://www.autox.com/reviews/car-reviews/mega-adas-test-cover-story-exclusive-stories-118393/" rel="bookmark" title="Mega ADAS Comparison Test: Curvv EV vs Seltos vs Elevate vs Verna vs Astor vs XUV700 vs XC40 Recharge">Mega ADAS Comparison Test: Curvv EV vs Seltos vs Elevate vs Verna vs Astor vs XUV700 vs XC40 Recharge</a>

Honda has decided not to offer a base variant this time, perhaps, because&nbsp;sales patterns suggest that most customers opt for either the mid or top variants. For these variants, Honda has packed the new Amaze with features right from the starting point. Although it lacks certain luxury features like a sunroof or an automatic IRVM, it includes all the essentials and offers enhanced safety. Consequently, the Honda Amaze is a great value-for-money offering in the compact sedan segment.

[tabs]

[tab title="Honda Amaze"]

Engine: 1,199cc / 4-Cylinder / Naturally-Aspirated

Fuel: Petrol

Transmission: CVT / Front-Wheel Drive

Power: 89bhp @ 6,000rpm

Torque: 110Nm @ 4,8000rpm

Price: ₹8.00 – 10.90 Lakh (Ex-Showroom)

X-Factor: It offers everything you need in your&nbsp;daily&nbsp;ride.

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			<td>
			Pros &nbsp;&nbsp; &nbsp;&nbsp;&nbsp; &nbsp;&nbsp;&nbsp; 
			•&nbsp;Design, Safety and Space
			</td>
			<td>
			Cons 
			• Less exciting powertrain
			</td>
		</tr>
	</tbody>
</table>

[/tab]

[/tabs]

New Honda Amaze First Drive Review: Next-Gen or Facelift?

The new Honda Amaze is now the most affordable car in India to feature Level-2 ADAS. However, is it actually an improvement compared to its predecessor?

If you’re in the market for a fast, stylish coupe SUV, the Germans are still your best bet. The <a href="https://www.autox.com/new-cars/bmw/">BMW</a> X6 was the first to arrive on the scene in 2008, and since then, its every iteration has only become more popular and quicker. Introduced in 2017, the <a href="https://www.autox.com/reviews/car-reviews/mercedes-benz-amg-glc-43-coup-review-first-drive-108798/">Mercedes-AMG GLC 43 coupe</a> became the first model in the range to be locally manufactured in the country. Based on the <a href="https://www.autox.com/reviews/car-reviews/mercedes-amg-c43-4matic-review-the-best-performance-sedan-in-india-under-rs-1-crore-115928/">C 43 sedan</a>, the GLC 43 SUV coupe is now in its second generation and has undergone a lot of changes. It now features updated styling, a revised interior layout, and a smaller 2.0-litre four-pot engine with an electric turbocharger instead of the previous version’s 3.0-litre six-cylinder engine.

https://www.youtube.com/watch?v=dbNGfAz3sqg

The question now is whether this new GLC 43 is a more practical option within the AMG line-up, or if the AMG-built C 43 sedan remains the better choice. Let’s find out!

Also Read:&nbsp;<a href="https://www.autox.com/reviews/car-reviews/audi-q8-55-tfsi-quattro-first-drive-review-small-changes-but-big-effect-118469/">2024 Audi Q8 55 TFSI Quattro First Drive Review: Small Changes, Big Effect?</a>

<h2>2024 Mercedes-AMG GLC 43 Coupe First Drive Review: Exterior Design &amp; Features</h2>

I think designing a coupe-SUV is one thing, but executing that idea into a good-looking, mass-produced vehicle is quite another – in fact, it’s far more challenging. I think the GLC 43 coupe is one of the best-looking models in its segment. It’s not large by any means, but it strikes a nice balance with its proportionate stance and a commanding road presence. The front end is dominated by a large grill opening, flanked by chrome-plated vertical slats. Adding to the aggressive design is a blacked-out diffuser running across the width of the car, with two tiny winglets on either side. The rear end features quad exhaust tips, a large blacked-out diffuser, and an AMG-specific lip spoiler, all of which add to the overall aggressive appeal of the car.

<img alt="Mercedes Benz GLC43 Coupe Alloy Wheel" height="720" src="/uploads/2024/09/Mercedes-Benz-GLC43-Coupe-alloy-wheel.jpg" width="1280" />

The new GLC 43 coupe comes with the Night Package as standard, which includes Mercedes Digital Light headlights. These lights feature a staggering one million LED light pixels per unit, providing superb illumination in every direction – a definite advantage on Indian roads. The Night Package also replaces a lot of chrome bits with blacked-out elements, adding extra flair. Our test car featured the larger 21-inch optional aluminium alloy wheels with a two-tone finish and aero-efficient discs, and let me just say that they look really good. The GLC 43 coupe is available in nine colours, with five standard and four optional add-ons. What you see on these pages is the optional High-Tech Silver Magno, which really complements the car’s aggressive &nbsp;and imposing design.

<img alt="Mercedes Benz GLC43 Coupe Front" height="720" src="/uploads/2024/09/Mercedes-Benz-GLC43-Coupe-Front.jpg" width="1280" />

<h2>2024 Mercedes-AMG GLC 43 Coupe First Drive Review: Interior Design &amp; Features</h2>

While the GLC 43 coupe’s exterior design is distinctive, its interior design, sadly, follows the same formula as other vehicles in the current Mercedes range. Consequently, what you get is an interior that looks almost identical to that of other Mercedes models, with just a few additional features here and there. That’s not to say that the cabin doesn’t look premium or inviting, it’s just that a bit more distinction between models would be welcome. The AMG-line interior fittings bring some variations, though, with carbon fibre and Alcantara finishes on the steering wheel, sports seats, AMG door sills, and an AMG-specific media display. The real highlight of the cabin is the 12.3-inch instrument cluster and vertically-mounted infotainment display combination, both of which have sharp graphics and user-friendly interfaces.

Also Read: <a href="https://www.autox.com/reviews/car-reviews/lexus-nx-350h-overtrail-vs-jeep-wrangler-rubicon-pick-your-persona-117888/">Lexus NX 350h Overtrail vs Jeep Wrangler Rubicon: Pick Your Persona</a>

<img alt="Mercedes Benz GLC43 Coupe View Of Steering Console And Instrumentation" height="720" src="/uploads/2024/09/Mercedes-Benz-GLC43-Coupe-View-Of-Steering-Console-And-Instrumentation.jpg" width="1280" />

The front seats are incredibly comfortable, offer excellent support, and come equipped with massage functions, heating/cooling, and three memory settings. What truly impresses me, though, is the space in the back. The rear seats, while sporty and supportive, are spacious enough to accommodate three adults when necessary. Rear passengers are also treated to a range of features for added comfort, including large door pockets, manually operated sun visors, and a type-C charging port. Additionally, the 15-speaker Burmester 3D sound system is a standout feature, sure to delight music lovers in any seat.

<img alt="Mercedes Benz GLC43 Coupe Rear Seat Space" height="720" src="/uploads/2024/09/Mercedes-Benz-GLC43-Coupe-Rear-Seat-Space.jpg" width="1280" />

However, the coupe design does have its drawbacks, notably in the boot space, which is limited to 545 litres – 80 litres less than the standard GLC SUV. However, I honestly feel anyone who wants a GLC 43 will sacrific on the number of passengers on board over luggage space, for the sake of more performance.

<h2>2024 Mercedes-AMG GLC 43 Coupe First Drive Review:&nbsp;Performance and Handling</h2>

Let’s begin with the numbers before diving into the experience. The new GLC 43 coupe, much like its sibling, the C 43 sedan, is powered by a 2.0-litre turbocharged four-cylinder engine instead of the V6 of the outgoing model. The engine generates 420bhp and 500Nm of torque, which can be temporarily boosted by an additional 14bhp and 150Nm courtesy of a 48V mild-hybrid system when under load. Thanks to the electric turbocharger, turbo lag is significantly reduced, especially under hard acceleration. Despite its weight, the GLC 43 coupe accelerates from a standstill impressively well. The electric turbo not only reduces lag but also maintains consistent power delivery during roll-on acceleration and gearshifts. This creates an almost addictive surge of power from the moment you press the throttle, right up to the redline at 7,000rpm.

<img alt="Mercedes Benz GLC43 Coupe Side Profile Dynamic" height="720" src="/uploads/2024/09/Mercedes-Benz-GLC43-Coupe-side-profile-dynamic.jpg" width="1280" />

The GLC 43 coupe offers a variety of driving modes, each effectively altering its driving characteristics. Sport, Sport+, and Race modes cater to on-road performance, sharpening the power delivery and handling. Snow mode, on the other hand, softens engine response to enhance its off-road abilities. And then there is Comfort mode, which is your go-to mode for a more relaxed driving experience, although I did notice a slight increase in turbo lag during sudden accelerations in this mode—something that’s absent in other sportier modes.

Also Read:&nbsp;<a href="https://www.autox.com/reviews/car-reviews/mercedes-benz-g-400d-review-why-is-the-g-wagen-still-relevant-117414/">Mercedes-Benz G 400d Review: Why is the G-Wagen still Relevant?</a>

Given its power and weight, you might expect the GLC 43 to struggle in terms of handling, which it does, but before you jump the gun and conclude against it, let me say that it actually delivers a different kind of fun. Unlike the more performance-oriented C 43 sedan, the GLC 43 coupe offers a more visceral experience when you push it. There’s enough body roll to remind you that you’re going fast, and it dances a bit when changing directions quickly. However, it can tackle various road conditions with ease, offering the freedom to push hard without worrying about being too low to the ground. Fast SUVs like the GLC 43 coupe offer a unique thrill, and this one makes a strong case for itself. The trade-off, though, is a firm ride, especially in everyday conditions. You’ll need to overlook some of its compromises to fully appreciate its potential.

<img alt="Mercedes Benz GLC43 Coupe Rear Three Quarter" height="720" src="/uploads/2024/09/Mercedes-Benz-GLC43-Coupe-Rear-Three-Quarter.jpg" width="1280" />

<h2>2024 Mercedes-AMG GLC 43 Coupe First Drive Review:&nbsp;Verdict</h2>

There’s no doubt that people have higher expectations from SUV coupes than they have from standard fast SUVs. They’re not only expected to match the practicality of a full-size SUV but also deliver enhanced performance and a sleeker, more stylish design. In my view, the new 2024 GLC 43 coupe checks all these boxes quite well. It’s a strikingly handsome vehicle with a familiar yet thoughtfully designed interior, offering plenty of performance to keep driving enthusiasts engaged. At the same time, it provides ample space and comfort for family use. Considering its price and positioning, I’d go as far as to say that this is the best SUV coupe to be sold in India to date.

----

Designing a coupe-SUV is one thing, making it look good is a different ballgame altogether

Unlike the C 43, the GLC 43 offers a more visceral experience when you push it

[tabs]

[tab title="Mercedes-AMG GLC 43 Coupe "]

Engine: 1,991cc / Four-Cylinder / Turbocharged

Fuel: Petrol

Transmission: 9-Speed AT / All Wheel Drive

Power: 420 bhp @ 5,500rpm

Torque: 500Nm @ 1,500 – 3,500rpm

Price: ₹1.1 CRORE (Ex-Showroom)

X-Factor:&nbsp;As great as the C43 sedan but with the added practicality of an SUV.

<table cellpadding="1" cellspacing="1">
	<tbody>
		<tr>
			<td>
			Pros &nbsp;&nbsp; &nbsp;&nbsp;&nbsp; &nbsp;&nbsp;&nbsp; 
			•&nbsp; Design, Road Presence &amp; Practicality
			</td>
			<td>
			Cons 
			• Weight &amp; Everyday Usability
			</td>
		</tr>
	</tbody>
</table>

[/tab]

[/tabs]

2024 Mercedes-AMG GLC 43 Coupe First Drive Review: Is This The Best AMG SUV For India?

If you want a fast and stylish AMG, you buy a C 43 sedan. If you want a fast and stylish AMG for India, you buy one of these – the GLC 43 Coupe. Mercedes-AMG has launched a new, updated version with added style, features and powertrain. Let's put it to the test!

BYD’s first car in the Indian passenger vehicle segment was the e6 electric MPV. It was sold in small numbers and mostly found use in fleet operations. The humble two-row car boasted high range figures and a silent drive. Now, roughly two years later, <a href="https://www.autox.com/new-cars/byd/">BYD</a> is bringing the eMAX 7, the updated offering that will replace the e6. With the newer MPV, the company aims to reach more families and see wider adoption in the personal mobility space while also giving fleet owners a reason to either upgrade to or adopt the electric offering. Crucially, the eMAX 7 is now a three-row vehicle while its predecessor just had two rows of seating. With prices for the eMAX 7 touching Rs 30 lakh, it is inadvertently going to be compared to the Toyota Innova Crysta/Hycross. But is that a fair comparison to make?

<iframe allow="accelerometer; autoplay; clipboard-write; encrypted-media; gyroscope; picture-in-picture; web-share" allowfullscreen="" frameborder="0" height="315" referrerpolicy="strict-origin-when-cross-origin" src="https://www.youtube.com/embed/VsizT2tg6G0?si=437IreuLZ-cIsaFB" title="YouTube video player" width="560"></iframe>

<h2>BYD eMAX 7 Review: Design and Dimensions</h2>

Considering this is an MPV, there is no need for any flashy design elements and BYD understood that too. The design updates are few but effective. At the front, there is a new headlamp cluster that no longer houses halogen units. Instead, you get LED lights that have a floating element which makes them look smart. The grille has also been updated to look like the Atto 3. A single slat connecting the headlights and the black vents on the lower half of the bumper add a touch of finesse. The side remains largely identical in design, except for the design of the 17-inch alloys. You get sleeker spokes that look much more modern and go with the overall design.&nbsp;

<img alt="BYD eMAX 7 Side View" src="/uploads/2024/10/12.jpg" style="width: 1280px; height: 720px;" />

In terms of dimensions, compared to the e6, the eMAX 7 has the same 2,800mm wheelbase and the same 1,810mm width. However, the overall length has gone up by 15mm and the height has increased by 20mm. In the grand scheme of things, this is not a huge change. So, the new MPV looks long but does not have a commanding height. There is a new pair of LED tail lamps, with the mandatory connected element in the middle. I also like the sparse but tasteful sprinkling of chrome on the lower edge of the windows and across the centre of the tailgate and the bumper. Overall, I do like what BYD has done with the design of the eMAX 7. It looks subtle and has an understated elegance to it.

<h2>BYD eMAX 7 Review: Interior Space and Features</h2>

A crucial update in the interior is the introduction of a black and beige colour scheme which looks miles better and more premium than the all-black interior of the e6. There is a larger 12.8-inch touchscreen in the centre of the dashboard that can be rotated with the press of a button. We have seen the same gimmick in other BYD cars but it still looks cool. The touch response is flawless and it supports wireless smartphone connectivity. The MID is still a semi-digital unit with a 5-inch colour TFT screen in the middle that looks fairly basic. But I do like the analogue dials. The steering wheel has some more buttons this time around and they are mostly for controlling various ADAS functions. And there is a brilliant 360-degree camera to make you aware of your surroundings.

<img alt="BYD eMAX 7 interior dashboard" src="/uploads/2024/10/11.jpg" style="width: 1280px; height: 720px;" />

The front seats are ventilated and powered (6-way for the driver and 4-way for the co-driver) which is great. There is also a big pad in the centre console that can house two phones and one of them can be charged wirelessly. I also like the new shifter which replaces the rotary knob of the e6. This conventional shifter is easier to use and looks nicer too.

I was a little disappointed to see that the second row experience was a bit bland in comparison. Thankfully, the AC vent has been moved from the floor console to the roof. You get a vent on each side of the MPV that blows air on the upper half of the passenger. There are blower controls on the console along with a pair of USB ports. However, apart from the door pockets, there are no other storage spaces for the passengers. You do not get a tray and the seats too do not recline all the way back. The worst part is that the seats lack any kind of underthigh support. Also, there is no one-touch-tumble for the second row seats, so getting to the final row of seating involves a little extra effort.

<img alt="BYD E MAX 7 third row seat" src="/uploads/2024/10/BYD-E-MAX7-web-7.jpg" style="width: 1280px; height: 720px;" />

Coming to the third row, it is mostly for children or for adults on a short journey. But that is the case with most three-row MPVs. Actually, in the 6-seater variant of the eMAX 7, the third row is relatively ok. The leg room is sufficient and there are cup holders on either side. What makes the journey difficult is the lack of headroom and underthigh support. The former is a bigger problem for taller folks like myself. But I must commend BYD for ensuring that there are two AC vents for the last row.

Also Read:&nbsp;<a href="https://www.autox.com/reviews/car-reviews/toyota-innova-hycross-vs-skoda-kodiaq-comparison-review-117783/">Toyota Innova Hycross vs Skoda Kodiaq Comparison: Utility Over Fun?</a>

With all three rows up, you get a 180-litre boot which is good for keeping 2-3 handbags at most. If you do not need the services of the final row, you can fold those seats and then the boot area goes up to 580 litres which is plenty.

<h2>BYD eMAX 7 Review: Range and Performance</h2>

Another change this time around is that BYD is offering the eMAX 7 in two variants - Premium and Supreme. A major difference between the two is that the Premium gets a smaller 55.4kWh battery pack with an NEDC range of 420km. The higher trim, on the other hand, comes with the regular 71.8kWh battery, enabling a range of 530km per charge. We did not get time to do a proper range test but by our estimation, the bigger battery should be able to deliver a real-world range of more than 400km.

<img alt="Driving BYD eMAX 7" src="/uploads/2024/10/10.jpg" style="width: 1280px; height: 720px;" />

While the motor torque remains the same (310Nm) for both trims, the power figure is 201bhp for the Supreme and 161bhp for the Premium. We drove the higher-end trim and it had a rather typical EV driving behaviour. The drive was silent and the instant torque made it feel faster than an MPV should. A rather pleasant surprise was that even while cruising at 80km/h, the eMAX 7 accelerated swiftly to reach 100km/h and beyond at the tap of the accelerator. However, the initial response from the pedal is a bit relaxed, which helps when you are crawling through traffic. There are three driving modes with slight changes in the way the power is delivered. You even get two different regen modes - Standard and Longer. The more aggressive mode is tuned perfectly for highway and city use but the I did feel that I did not get enough braking force in the Standard mode.

<h2>BYD eMAX 7 Review: Ride Comfort</h2>

Something the BYD vehicles manage to nail is the ride comfort. This is largely down to the suspension tuning which can magically make the potholes and speedbreakers disappear. Being a people mover, you would want it to be comfortable and that it certainly is. Oddly enough, I did feel like the eMAX 7 was a bit more stable at higher speeds than some of the other, more performance-focused, BYD offerings.

Also Read:&nbsp;<a href="https://www.autox.com/reviews/car-reviews/mega-adas-test-cover-story-exclusive-stories-118393/">Mega ADAS Comparison Test: Curvv EV vs Seltos vs Elevate vs Verna vs Astor vs XUV700 vs XC40 Recharge</a>

The steering wheel has also been tuned to be light and make your life easy. Of course, the downside to this is that it is not the most communicative. There is a Sport mode for it in the menus that makes it much heavier but I would stick to the standard setting. Since you are getting disc brakes all around, the braking performance is sharp.&nbsp;

<h2>BYD eMAX 7 Review: Verdict</h2>

BYD has certainly made a huge step forward with the eMAX 7 when you compare it to the e6. Not only is there an extra row of seating, there are many more useful features too. I love how the MPV looks now. It manages to strike a balance between looking good and not grabbing a lot of unnecessary attention. Surprisingly, BYD seems to have still missed adding MAXimum features (pun absolutely intended) to their offering to give it an edge over the competition. Usually, BYD vehicles are packed with gimmicks that make them a bit unique. This one, it does feel like it is missing that wow factor despite being a perfectly capable people mover. Perhaps a more aggressive price would have helped BYD’s case. So, while it might not dethrone the Innova, it will become an attractive electric alternative for people with a similar budget.

&nbsp;

[tabs]

[tab title="BYD eMAX 7"]

Motor: Single PMS

Battery: 71.8kWh

Transmission: Single-Speed / Front Wheel Drive

Power: 201bhp

Torque: 310Nm

Range: 530km (NEDC)

Price: ₹29.30 Lakh (Introductory, Ex-Showroom)

X-Factor:&nbsp;A smart and comfortable electric three-row alternative to conventional MPVs

<table cellpadding="1" cellspacing="1">
	<tbody>
		<tr>
			<td>
			Pros &nbsp;&nbsp; &nbsp;&nbsp;&nbsp; &nbsp;&nbsp;&nbsp; 
			•&nbsp; Ride Quality

			•&nbsp; Infotainment

			•&nbsp; Range
			</td>
			<td>
			Cons 
			• Second-row experience

			•&nbsp; Price
			</td>
		</tr>
	</tbody>
</table>

[/tab]

[/tabs]

BYD eMAX 7 Review: The New Choice for Families?

BYD’s eMAX 7 gets a plethora of upgrades over the e6 but are they enough to take the fight to the indomitable Innova?

Harley-Davidson and MotoGP will launch a new global racing championship in 2026. This new series will feature Harley-Davidson bagger motorcycles, bringing together MotoGP’s fast-paced action with the strong Harley-Davidson fan base. The aim is to connect the Harley community in the US and beyond with the excitement of MotoGP racing.The new championship will be held across six MotoGP weekends, with a total of twelve races—two per event. These races will take place in Europe and North America. Riders will compete on specially prepared Harley-Davidson Road Glide motorcycles. The grid is expected to feature six to eight teams, each with two riders, supported by Harley-Davidson Factory Racing.Also Read:&nbsp;<a href="https://www.autox.com/motorsport-news/motogp-french-gp-johann-zarco-wins-at-le-mans-breaks-hondas-two-year-winless-streak-120664/">MotoGP French GP: Johann Zarco Wins at Le Mans, Breaks Honda’s Two-Year Winless Streak</a>Jochen Zeitz, Chairman, President and CEO, Harley-Davidson, said: 'This is a bold new step for Harley-Davidson’s global racing ambitions. Harley-Davidson has been pioneering performance on and off the road since our beginnings over 120 years ago. Most recently, we’ve showcased performance through our racing at the MotoAmerica Mission King of the Baggers series and through performance differentiated product such as our new CVO RR motorcycle and our CVO Road Glide ST. We’ve seen how performance has resonated with riders and fans, and we know that they’re keen for more. With this new series, we’re excited to bring a new form of racing to the world stage. Not only is this a bold and new chapter for our brand, celebrating our heritage while pushing into the future, but it will add an amazing spectacle to the greatest motorcycle show in the world.'<img src="https://images.autox.com/uploads/2024/11/kings-of-Baggers.jpg" alt="Kings Of Baggers" style="width: 100%; height: auto;">Carmelo Ezpeleta, CEO of MotoGP rights holder Dorna Sports, said: “This collaboration with Harley-Davidson is an exciting opportunity for both parties. We offer a truly international platform for Harley-Davidson to expand their global reach, and Harley-Davidson is perfectly placed to join us in bringing our sport to new audiences as we team up with one of the most iconic lifestyle brands in the US. This partnership has big potential for both our strategies and will deliver a real spectacle for fans, bringing a completely new flavour to the Grand Prix weekends where the series will compete.Also Read:&nbsp;<a href="https://www.autox.com/motorsport-news/petronas-tvs-racing-to-compete-in-inrc-2025-with-dakar-inspired-upgrades-120610/">Petronas TVS Racing to Compete in INRC 2025 with Dakar-Inspired Upgrades</a>Although the full calendar and broadcast plans have not yet been confirmed, excitement is growing for this new series. It marks another step in Harley-Davidson’s racing journey and promises close battles on the track. Fans can look forward to updates soon as the countdown to 2026 begins.

MotoGP, Harley-Davidson to Launch Global Bagger Racing Series with Road Glide in 2026

Harley-Davidson and MotoGP will launch a global racing series in 2026, featuring bagger bikes at Grand Prix Races across Europe and North America.

MotoGP French GP: Johann Zarco Wins at Le Mans, Breaks Honda’s Two-Year Winless Streak

Johann Zarco wins his wet-weather home race at Le Mans, ending Honda’s two-year drought and stopping Ducati’s 22-race streak at the MotoGP French GP.

Land Rover has given us a peek into its preparations for the 2026 Dakar Rally and the following W2RC season with the debut of the Defender Dakar D7X‑R prototype. The rugged machine, draped in an eye-catching camouflage livery,&nbsp;has already begun testing in Morocco’s harsh Sahara terrain—an environment that mirrors the relentless demands of the Dakar Rally. Land Rover’s early testing&nbsp;highlights its determined push into rally-raid racing, with plans&nbsp;to compete in the ‘Stock’ category for production-based vehicles. The team will field three cars at the 2026&nbsp;Dakar Rally, with two continuing in the full FIA World Rally-Raid Championship season.James Barclay, Managing Director of JLR Motorsport, said, ‘Completing our first official test in the Defender Dakar D7X-R prototype is a huge milestone and kicks off a busy calendar of testing activity on our journey to Dakar.&nbsp;The team are doing phenomenal work as we prepare for the world’s most challenging off-road race in just eight months’ time.’ <h2>Defender Dakar D7X‑R Prototype: Key Highlights</h2>
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 The D7X-R prototype is the rally-ready evolution of the Defender Octa, engineered as a purpose-built competitor rooted in production vehicle architecture. It retains key components&nbsp;from the standard Defender—such as the aluminium body, transmission, and driveline—which highlights the platform’s&nbsp;core strength and durability. Power comes from a 4.4-litre twin-turbo V8. As of now, the brand&nbsp;has not shared any details on the power figures. However, industry rumours indicate that the unit will deliver the same 626bhp and 750Nm of found in the Octa.Also Read:&nbsp;<a href="https://www.autox.com/news/car-news/land-rover-classic-defender-90-returns-as-open-top-with-50-litre-v8-engine-120555/">Land Rover Classic Defender 90 Returns as Open-Top With 5.0-Litre V8 Engine</a>Mark Cameron, Managing Director, Defender, said, ‘It's a fantastic feeling to be sharing these first images of the Defender Dakar D7X-R prototype with the world. The team is really starting to take&nbsp;shape as we develop Defender to compete in the Stock category – which means the competition D7X-R will be very closely linked to the production Defender.’<h2>Riders Announced</h2>For its works debut at the upcoming Dakar Rally, Land Rover has enlisted the formidable talent of Stephane Peterhansel, the legendary French driver with an astounding 14 Dakar victories, who will pilot one of the three D7X-R contenders. Joining him in another of the three entries is Rokas Baciuska,&nbsp;a promising 25-year-old driver hailing from Lithuania.Stephane Peterhansel said, 'I am delighted to begin a new chapter with Defender. The World Rally-Raid Championship is the pinnacle of rallying and off-road competition, whilst Defender is an iconic and capable 4x4, so for me it’s the perfect match. The team is committed to the championship and has a passion to win. I’m looking forward to taking on this new challenge and together I hope we can take Defender to the top step of the podium.'He also added, 'Despite competing in many Dakar Rallies before, both on bike and in cars, I’m looking forward to entering the Stock category, and I’m excited to take it head on with this team. It’s been amazing to get behind&nbsp;the wheel of the Defender D7X-R prototype for the first time in Morocco. Whilst it’s early days, our testing is moving in a positive direction for our preparation for our Dakar Rally debut in 2026.'Rokas Baciuska, said, 'I’m extremely excited to make my debut in the Stock category of the Dakar Rally, made even more significant by driving for Defender. Having the legendary Defender join the FIA World Rally-Raid Championship&nbsp;and Dakar Rally is an historic moment in motorsport and for the brand, and I’m looking forward to being an integral part of that story.'He also added, 'Defender is an incredible brand synonymous with being unstoppable and embracing the impossible, which is why I am so proud to be a part of this programme. I can’t wait to begin my journey&nbsp;with the team and start testing the Defender D7X-R for the first time in anticipation of the 2026 Dakar Rally.'Also Read:&nbsp;<a href="https://www.autox.com/news/car-news/land-rover-defender-octa-launched-india-prices-start-at-rs-259-crore-120243/">Land Rover Defender Octa Launched India; Prices Start at Rs 2.59 Crore</a>Details about the third driver in the company’s Dakar Rally lineup are still under wraps, with the announcement expected closer to the event. The team also plans to reveal&nbsp;the navigators for each entry at a later stage, completing&nbsp;the full driver-navigator roster for the 2026 campaign.

Dakar 2026: Land Rover Tests D7X-R Prototype, Signs Rally Legend Peterhansel

Land Rover’s Defender D7X-R begins testing in the Sahara Desert for Dakar 2026. The brand confirms Peterhansel and Baciuska as a part of its Dakar Rally lineup.

The French MotoGP 2025 at Le Mans is set to deliver high-speed action as fans prepare for a thrilling weekend. French riders Fabio Quartararo (Yamaha) and Johann Zarco (LCR Honda) will race in front of their home crowd, adding local excitement to the event. Yamaha's newly upgraded inline 4 engine, tested by the team in Jerez, is expected to make its GP debut and play a key role in improving the team’s performance. The battle for the MotoGP 2025 title continues as Factory Ducati riders Marc Marquez and Pecco Bagnaia aim to close the gap to current championship leader Alex Marquez. Pramac Yamaha’s Miguel Oliveira returns from injury, adding more depth to the grid. Honda will also run Takaaki Nakagami as a wildcard, while LCR Honda’s Somkiat Chantra misses out due to arm pump surgery.Also Read:&nbsp;<a href="https://www.autox.com/motorsport-news/motogp-takaaki-nakagami-to-race-with-honda-as-wildcard-for-french-gp-120603/">MotoGP: Takaaki Nakagami to Race with Honda as Wildcard for French GP</a>The Le Mans MotoGP race weekend is known for unpredictable weather and a challenging track, setting the stage for intense racing and strategic decisions.<h2>MotoGP French GP: Indian Timing</h2>Friday, May 9thFrench GP MotoGP Free Practice Nr. 1 – 02:15pmFrench GP MotoGP Practice – 06:30pmSaturday, May 10thFrench GP MotoGP Free Practice Nr. 2 – 01:40pmFrench GP MotoGP Qualifying – 02:20pmFrench GP MotoGP Sprint – 06:30pmSunday, May 11thFrench GP MotoGP Race – 05:30pm<h2>MotoGP French GP: Where to Watch the 2025 Race</h2>FanCode has secured exclusive rights to stream MotoGP in India from 2025 to 2027, bringing comprehensive coverage to Indian fans. Under this three-year deal, viewers will enjoy live broadcasts of every race, Tissot Sprint, and Grand Prix in high definition, alongside exclusive highlights, expert commentary, and behind-the-scenes content. This partnership aims to deepen fans' engagement with the sport by offering immersive viewing experiences beyond just the races.Also Read:&nbsp;<a href="https://www.autox.com/motorsport-news/f1-drivers-get-into-friendly-race-with-driveable-lego-cars-before-miami-gp-watch-video-120617/">F1 Drivers Get into Friendly Race with Driveable Lego Cars before Miami GP: Watch Video</a>For those seeking complete access, MotoGP VideoPass remains available as an annual subscription service. It provides uninterrupted coverage of all practice sessions, qualifying rounds, races, and highlights, ensuring enthusiasts never miss a moment of the thrilling MotoGP action.

MotoGP French GP: Here’s When, Where and How to Watch the 2025 Le Mans Race in India

The sixth round of the MotoGP championship heads to the Le Mans Bugatti Circuit for the French Grand Prix, where riders will compete across 27 demanding laps.

During the 2025 Miami Grand Prix weekend, the Brawn GP Formula 1 car that helped Jenson Button win the 2009 World Championship sold for $3.8 million at auction. The sale celebrated one of Formula 1’s most memorable underdog stories and attracted wide interest from motorsport fans and collectors. Brawn GP’s rise began when Honda withdrew from Formula 1 in 2008. Ross Brawn and Nick Fry bought the team for just £1 and partnered with Mercedes-Benz. Their innovative double diffuser helped the team dominate the 2009 season, defying all expectations.Also Read:&nbsp;<a href="https://www.autox.com/motorsport-news/f1-franco-colapinto-to-replace-jack-doohan-at-alpine-ahead-of-emilia-romagna-grand-prix-120635/">F1: Franco Colapinto to Replace Jack Doohan at Alpine Ahead of Emilia-Romagna Grand Prix</a> Louis Frankel, head of sales at Bonhams|Cars in Miami, called Brawn GP’s story a “Formula 1 fairy tale.” The auctioned car, chassis number 001/01, gained global attention for its role in the team’s surprise championship success. Rubens Barrichello first drove this chassis in early 2009 before it was handed to Jenson Button after he secured the title. Although the auction price was lower than the estimated $4.5–6.5 million, the car remains a standout piece of engineering, powered by a 750bhp Mercedes-Benz V8 engine.<img src="https://images.autox.com/uploads/2025/05/1746697555972-unob-Brawn-GP-BGP-001-(1).webp" alt="Brawn GP BGP 001 (1).jpg" style="width: 100%; height: auto;">Even without a working gearbox, the car's legacy goes beyond its components. It symbolises one of Formula 1’s greatest comebacks and represents resilience, technical brilliance, and strategic leadership. Collectors see it as a unique reminder of Brawn GP’s improbable double title win.Also Read:&nbsp;<a href="https://www.autox.com/motorsport-news/f1-alpine-team-principal-oliver-oakes-resigns-briatore-to-take-charge-120629/">F1: Alpine Team Principal Oliver Oakes Resigns, Briatore to Take Charge</a>The 2009 season highlighted Ross Brawn’s leadership and the team’s creativity. From financial risk to technical success, Brawn GP’s story remains unmatched. The Miami auction not only honoured this car's role in history but also reminded fans of the spirit that makes Formula 1 unforgettable.

Brawn GP’s Championship-Winning F1 Car Fetches USD 3.8 Million in Auction

Brawn GP’s 2009 F1 car sold for $3.8M at the 2025 Miami GP, marking a legendary underdog tale after Honda’s 2008 exit and a £1 team buyout.

Triumph has introduced a time-bound upgrade to the Scrambler 400 X’s warranty coverage, now offering buyers a total of 10 years of protection, split between five years of standard warranty and five years of extended coverage. This enhanced package is a promotional offer and will remain valid only until May 31.&nbsp;Normally, the Scrambler 400 X is provided with a 2-year unlimited kilometre warranty, with the option to extend it for an additional 3 years or 45,000 km. In addition, the Scrambler 400 X has recently received a visual update with the introduction of a new Lava Red Satin colour option. The bike’s price has also been marginally revised and now stands at Rs 2.67 lakh (ex-showroom), following a modest hike of Rs 758.The move is aimed at strengthening the bike’s value proposition and appealing to new buyers in the competitive entry-level premium motorcycle space. Sharing its platform with the Speed 400, the Scrambler 400 X is known for its rugged styling and dual-purpose nature. This limited-time offer could enhance its appeal against other models in the sub-500cc segment.<h2>Triumph Scrambler 400 X: Engine Specs</h2>The Scrambler 400 X shares its 398.15cc liquid-cooled engine with the Speed 400, both of which are powered by Triumph’s TR-series internal combustion platform.Also Read:&nbsp;<a href="https://www.autox.com/news/bike-news/2025-triumph-scrambler-400x-updated-with-new-colour-option-in-india-120631/">2025 Triumph Scrambler 400X Updated with New Colour Option in India</a>This single-cylinder unit generates 39.5bhp of maximum power and 27.5Nm of peak torque, mated to a six-speed gearbox that features a slip-and-assist clutch for smoother gear transitions and reduced effort during downshifts.<h2>Triumph Scrambler 400 X: Design</h2>The Scrambler 400X showcases a blend of retro design cues, including a round headlamp with a protective grille, a ribbed split seat, hand guards, and tank grips. Its tall, upright stance, with a seat height of 835mm, gives it an off-road-ready appearance that sets it apart from its sibling. While the design nods to classic scramblers, it also incorporates contemporary features like full LED lighting. The bike weighs in at 179kg.<h2>Triumph Scrambler 400 X: Features</h2>Similar to its road-biased sibling, the Scrambler 400 X comes equipped with a robust set of features, including ride-by-wire throttle, switchable traction control, a semi-digital instrument cluster, an engine immobiliser, a USB-C charging port, and a slipper clutch. The dash pairs an analogue speedometer with a digital display showing tachometer, gear indicator, trip info, and fuel level. Off-road enhancements exclusive to the Scrambler include a taller front mudguard, switchable ABS, a headlight grille, and a radiator guard.<h2>Triumph Scrambler 400 X: Suspension</h2>The suspension setup comprises a 43mm upside-down front fork and a rear mono-shock, both offering 150mm of travel. Off-road ability is further enhanced with wider handlebars, a 19-inch front wheel, rugged footpegs with extra grip, and a broader cast-steel brake pedal.Also Read:&nbsp;<a href="https://www.autox.com/news/bike-news/2025-triumph-trident-triple-tribute-unveiled-with-cobalt-blue-and-diablo-red-highlights-120587/">2025 Triumph Trident Triple Tribute Unveiled With Cobalt Blue and Diablo Red Highlights</a> For braking, it uses a 320mm front disc with a radially mounted ByBre four-piston caliper and a 230mm rear disc with a single-piston unit.

Triumph Scrambler 400 X Gets Free 10-Year Warranty Coverage Till May End

The Triumph Scrambler 400X combines retro elements like a round headlamp with a grille, ribbed split seat, hand guards, and tank grips for a classic look.

Triumph has launched the Scrambler 400 XC in India for Rs 2.94 lakh (ex-showroom), a more off road friendly version of the Scrambler 400 X. The bike is built to handle both city riding and off-road trails. It comes with an engine guard, sump guard, high front fender, windscreen, and wire-spoke wheels (19-inch front, 17-inch rear). The design takes cues from classic scramblers but adds modern features like switchable ABS and traction control. Power comes from a 398cc engine making 40bhp and 37.5Nm of torque. Riders get three color choices: Racing Yellow, Storm Grey, and Vanilla White. The Scrambler 400 XC is now available at Triumph dealerships nationwide.Also Read:&nbsp;<a href="https://www.autox.com/news/bike-news/2025-triumph-scrambler-400x-updated-with-new-colour-option-in-india-120631/"> 2025 Triumph Scrambler 400X Updated with New Colour Option in India</a>Manik Nangia, President, Pro-Biking business unit, Bajaj Auto Ltd. said: 'The Triumph Scrambler 400 XC enriches our Modern Classic family in India alongside the much-loved Scrambler &amp; Speed range. This new machine is a potent blend of Triumph’s iconic Scrambler DNA, drawing inspiration from over 75 years of Triumph’s Scrambler heritage, and a commitment to category-leading performance and finish. From its rugged design cues echoing our Scrambler 900 and 1200 to its agile handling and genuine adventure capability, the Scrambler 400 XC is built to inspire riders of all backgrounds to embrace the open road and beyond.'Our commitment extends far beyond crafting exceptional motorcycles. At Triumph, we are deeply focused on building a vibrant community of passionate riders. Through our unique programs, events, and rider experiences, we aim to foster connections and a shared love for the ride. The Scrambler 400 XC is more than just a ride; it’s an invitation to a lifestyle, and we are thrilled to welcome more riders into the Triumph fold.”<h2>Triumph Scrambler 400 XC: Features</h2>The Scrambler 400 XC offers a retro design with modern features. It comes in three colours—Racing Yellow, Storm Grey, and Vanilla White.<img src="https://images.autox.com/uploads/2025/05/1747047546100-rzoe-Triumph-Scrambler-400-XC-(1).webp" alt="Triumph Scrambler 400 XC (1).png" style="width: 100%; height: auto;">The bike has full-LED lighting, switchable traction control, off-road ABS, and a Ride-by-Wire throttle. A clear and easy-to-read dual-format instrument cluster helps riders stay informed on the go.<h2>Triumph Scrambler 400 XC: Engine</h2>The bike is powered by a new 398cc TR-series engine that makes 40bhp at 8,000 rpm and 37.5Nm of torque at 6,500 rpm. It also features a twin-skin stainless steel exhaust for a strong sound. With upside-down front forks, 150mm suspension travel, and tubeless cross-spoke wheels, the Scrambler 400 XC handles off-road conditions with ease.Also Read:&nbsp;<a href="https://www.autox.com/news/bike-news/2025-triumph-trident-triple-tribute-unveiled-with-cobalt-blue-and-diablo-red-highlights-120587/">2025 Triumph Trident Triple Tribute Unveiled With Cobalt Blue and Diablo Red Highlights</a>With its mix of retro styling, modern tech, and off-road strength, this bike is a good option for riders looking for an adventure-ready motorcycle under Rs 3 lakh.

Triumph Scrambler 400 XC Launched at Rs 2.94 Lakh with Tubeless Spoke Wheels and More

The Triumph Scrambler 400 XC comes equipped with off-road accessories, a 398cc engine and modern tech features like switchable traction control.

Harley-Davidson commemorates 35 years of its iconic Fat Boy cruiser with a striking new limited-edition model – the Gray Ghost. Inspired by the original 1990 Fat Boy, this anniversary edition blends heritage styling with modern performance, featuring a unique monochromatic paint scheme, heavy chrome detailing, and a bold, low-slung stance. The Gray Ghost pays tribute to one of Harley’s most recognisable and enduring motorcycles, which helped define the brand’s presence in popular culture. With only a limited number set for production, the 2025 Fat Boy Gray Ghost stands as a collector’s piece for enthusiasts and a celebration of a true Harley legend.<h2>Harley-Davidson Fat Boy Gray Ghost: Design and Features</h2>As part of the brand’s Icons Motorcycle Collection, the Fat Boy Gray Ghost showcases a distinctive aesthetic brought to life through Physical Vapour Deposition (PVD) – a sophisticated metal-coating technique being used by the brand for the first time as the primary surface treatment on a production model.&nbsp;This cutting-edge process offers superior protection against corrosion compared to standard chrome finishes.
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 </div>Enhancing its vintage character are elements such as&nbsp;subtle yellow accents on the cylinder heads as well as&nbsp;rounded air intakes. It further sports&nbsp;a seat adorned with decorative lacing,&nbsp;leather fringe, and tassels.&nbsp;The signature fuel tank design remains unchanged in form but now bears commemorative medallions inspired by the original winged motif from the early 90s.Also Read:&nbsp;<a href="https://www.autox.com/news/bike-news/harley-davidson-cvo-road-glide-rr-globally-debuts-priced-equivalent-to-rs-91-lakh-120103/">Harley-Davidson CVO Road Glide RR Globally Debuts, Priced Equivalent to Rs 91 Lakh</a>The Gray Ghost comes equipped with a host of contemporary features like cruise control and a blend of analogue and digital instrumentation, with a traditional speedometer paired with a multifunction digital readout for key ride information such as fuel level and trip data. Rider ergonomics are refined with an adjustable front brake lever for improved reach and comfort. On the safety front, the limited edition model offers a comprehensive electronic safety package that includes a tyre pressure monitoring system, anti-lock braking system (ABS),&nbsp;cornering drag-torque slip control,&nbsp;traction control,&nbsp;cornering ABS, and cornering traction control, designed to maintain control and stability through varying road and lean conditions.<h2>Harley-Davidson Fat Boy Gray Ghost: Engine Specs and Hardware </h2>The Harley-Davidson Fat Boy Gray Ghost edition runs on a 1,917cc Milwaukee-Eight 117 Custom engine, producing 101bhp of maximum power at 4,800rpm and 165Nm of peak torque at 3,000rpm, paired with a six-speed transmission.
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 Despite being a commemorative model, the motorcycle retains the underpinnings of the standard Fat Boy, including its slotted wheels, telescopic front forks, single disc brakes, and the durable double-cradle steel frame. Its riding posture, overall dimensions, and feature set are expected to remain unchanged. Moreover, there are three riding modes: Rain, Road, and Sport.&nbsp;Also Read:&nbsp;<a href="https://www.autox.com/news/bike-news/harley-davidson-x350-x500-with-parallel-twin-engines-leaked-before-india-launch-112631/">Harley-Davidson X350, X500 with Parallel-Twin Engines Leaked Before India Launch</a>In honour of the year the Fat Boy first hit the road, only 1,990 units of the Gray Ghost will be produced for global sale, underscoring its exclusivity. The motorcycle is priced at USD 25,399 – equivalent to roughly Rs 22 lakh in India, excluding additional import taxes and duties.

Harley-Davidson Gray Ghost Limited Edition Marks 35 Years of Fat Boy, in Style

To mark the year the Fat Boy debuted, Harley-Davidson will produce just 1,990 units of the Gray Ghost globally, highlighting its limited-edition status.

Honda Motorcycle &amp; Scooter India has introduced e-clutch variants of the CB650R and CBR650R in the Indian market. These models were first launched in January 2025 without this feature. The Honda CB650R e-clutch variant is priced from Rs 9.60 lakh (ex-showroom). The sportier CBR650R e-clutch variant starts at Rs 10.40 lakh (ex-showroom). Now, with the addition of the e-clutch, Honda brings a global innovation to Indian riders, making these middleweight bikes more appealing and easier to ride. The e-clutch system, introduced by Honda globally in 2023, removes the need for manual clutch use. It offers smooth gear shifts and reduces rider fatigue, especially in traffic or on long rides. This system enhances comfort while keeping the manual gearbox experience intact.Also Read:&nbsp;<a href="https://www.autox.com/news/bike-news/2025-honda-cb350-cb350rs-and-cb350-hness-launched-in-india-120323/"> 2025 Honda CB350, CB350RS, and CB350 H'ness Launched in India</a>Tsutsumu Otani, Managing Director, President &amp; CEO, Honda Motorcycle &amp; Scooter India, said: 'We are delighted to introduce the latest additions to our premium motorcycle line-up - the CB650R and CBR650R - now equipped with Honda’s revolutionary E-Clutch technology. <img src="https://images.autox.com/uploads/2025/05/1747029330217-lqvg-2025-Honda-CB650R-E-Clutch.webp" alt="2025 Honda CB650R E-Clutch.jpg" style="width: 100%; height: auto;">'The premium motorcycling space has been experiencing remarkable growth in India, and with world-class products like the CB650R and CBR650R, we are confident they will set new benchmarks for performance and riding innovation. The introduction of E-Clutch is a step into the future, giving riders a unique blend of control and comfort, reinforcing Honda’s leadership in technological advancement.'<h2>2025 Honda CBR650R, CB650R E-Clutch: Features</h2>Both bikes feature a 5-inch full-colour TFT screen. The display connects to smartphones via the Honda RoadSync app. Riders can access navigation, call alerts, and message notifications, bringing a tech-friendly experience to daily rides.<img src="https://images.autox.com/uploads/2025/05/1747029475364-g7l8-2025-Honda-CBR650R-E-Clutch-Instrument-Cluster-.webp" alt="2025 Honda CBR650R E-Clutch Instrument Cluster .jpg" style="width: 100%; height: auto;">The CB650R has a naked look, a round headlamp, and a sculpted tank, offered in Chromosphere Red and Matte Gunpowder Black Metallic. In contrast, the fully-faired CBR650R has a twin-headlamp design and sportier looks, available in Grand Prix Red and Matt Gunpowder Black Metallic. Both use Showa front forks, rear mono-shocks, and dual-channel ABS for braking.<h2>2025 Honda CBR650R, CB650R E-Clutch: Engine</h2>Both bikes continue to run on a 649cc, liquid-cooled, four-cylinder engine. This engine delivers 94bhp at 12,000 rpm and 63Nm of torque at 9,500 rpm. The 6-speed gearbox works with the e-clutch for a seamless power delivery to the rear wheel.Also Read:&nbsp;<a href="https://www.autox.com/news/bike-news/honda-cb300r-recalled-in-india-over-defective-headlight-unit-120437/">Honda CB300R Recalled in India Over Defective Headlight Unit</a>Bookings for the new E-Clutch-equipped CB650R and CBR650R are open, with deliveries set to begin from the last week of May 2025.

2025 Honda CBR650R, CB650R E-Clutch Launched in India; Prices Start at Rs 9.60 Lakh

The 2025 Honda CB650R and CBR650R E-Clutch allow smooth gear shifts without using the clutch lever, with hassle-free starts, stops, and automatic re-engagement.

Honda Motorcycle and Scooter India will soon launch the new CBR650R E-Clutch variant, following the earlier release of the updated CBR650R and CB650R in January. A teaser shared on Honda’s social media confirms the model’s arrival, with a design closely matching the existing CBR650R. So far, Indian riders have only had access to the 6-speed manual version. The new E-Clutch technology, first unveiled in October 2023, combines features from quick-shifters, manual clutches, and Honda’s Dual Clutch Transmission (DCT). It adds just 2 kg to the bike’s weight and enables clutchless gear shifts while allowing manual clutch control, offering improved riding ease without sacrificing control.
Also Read:&nbsp;<a href="https://www.autox.com/news/bike-news/2025-honda-dio-125-with-obd2b-compliance-launched-in-india-at-rs-96749-120452/">2025 Honda Dio 125 with OBD2B compliance Launched in India at Rs 96,749</a>
<h2>What is Honda E-Clutch?</h2>
With the E-Clutch system, riders can shift gears up or down smoothly without using the clutch lever. The bike also allows hassle-free starts and stops. The system activates automatically when the engine is on and even helps avoid stalling. Riders can use the manual clutch lever when needed, and the system re-engages itself quickly after.
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The Honda CBR650R E-Clutch offers three gear-shift modes: hard, medium, and soft. This lets riders select a shift feel that matches their style. The digital instrument panel also gives downshift advice when the gear is too high for the current speed. Real-time monitoring of throttle, gear position, engine RPM, and shift pedal pressure ensures accurate and responsive shifts.
Also Read:&nbsp;<a href="https://www.autox.com/news/bike-news/honda-cb300r-recalled-in-india-over-defective-headlight-unit-120437/"> Honda CB300R Recalled in India Over Defective Headlight Unit</a>
The Honda CBR650R E-Clutch variant uses an actuator with two motors inside the engine casing. These motors manage clutch operation precisely. The system also adjusts ignition and fuel delivery for smoother gear transitions. With this new launch, Honda aims to introduce its latest global technology to Indian riders and boost the appeal of the CBR650R sports bike.

Honda CBR650R E-Clutch Teased Ahead of Upcoming India Launch

Honda will soon launch the CBR650R E-Clutch in India, offering clutchless gear shifts with manual control, following its earlier manual-only version.

Benelli has rolled out the 2025 iterations&nbsp;of the TRK 502 and TRK 502X in India, priced at Rs 6.20 lakh and Rs 6.70 lakh,&nbsp;respectively (both, ex-showroom). Both bikes now come equipped with updated features such as heated grips,&nbsp;a heated seat, and a 5-inch TFT instrument cluster that includes offline navigation, smartphone pairing, and other connected functions.&nbsp;They boast a 2-year unlimited kilometre warranty and round-the-clock roadside assistance. Commenting on the launch, Mr. Vikas Jhabakh, Managing Director, Benelli India, said,&nbsp;'The launch of the New TRK 502 and TRK 502X marks a proud moment for all of us at Benelli India. These motorcycles are crafted for true adventurers,&nbsp;packed with advanced features, bold design, and the rugged durability that ADV riders need. We are excited to bring an even more thrilling riding experience to our customers, and we believe the new TRK range will redefine what&nbsp;it means to explore without limits. We welcome every adventure seeker to&nbsp;step into our dealerships and experience the spirit of Benelli first-hand.'<h2>2025 Benelli TRK 502, 502X: What’s New?</h2>The 2025 TRK models gain a Tyre Pressure Monitoring System (TPMS) for increased safety, alongside the new TFT display and heating. They now sport an aluminium swingarm, adjustable handlebars with pitch markers, and a steel trellis frame coated in a matte black finish. The TRK 502X gets tubeless tyres. The 2025 Benelli TRK 502 comes in two standard colour options: Black and White. The more adventure-focused TRK 502X is offered in White and Green as standard shades.&nbsp;Also Read:&nbsp;<a href="https://www.autox.com/news/bike-news/2025-triumph-scrambler-400x-updated-with-new-colour-option-in-india-120631/"> 2025 Triumph Scrambler 400X Updated with New Colour Option in India</a>For those looking for something more exclusive, Benelli is also offering a Limited-Edition Yellow variant of the 502X, which stands out with its unique golden alloy wheels. This special edition comes at a slight premium, priced at Rs 6.85 lakh—roughly Rs 15,000 more than the standard 502X version.<h2>2025 Benelli TRK 502, 502X: Engine and Hardware</h2>The TRK 502 and TRK 502X have the same 500cc parallel-twin, liquid-cooled engine, delivering 46.9bhp and 46Nm. This unit is mated to a six-speed gearbox.&nbsp;The suspension setup continues to include an upside-down front fork and a rear monoshock with rebound and preload adjustment.&nbsp;Also Read:&nbsp;<a href="https://www.autox.com/news/bike-news/tvs-sport-es-variant-launched-at-rs-60881-in-india-heres-what-it-offers-120619/">TVS Sport ES+ Variant Launched at Rs 60,881 in India; Here's What it Offers</a>For braking, the bikes are equipped with twin 320mm front discs and a single 260mm rear disc, supported by dual-channel ABS.

2025 Benelli TRK 502 Range Launched in India; Prices Start at Rs 6.20 Lakh

The Benelli TRK 502X features 19-inch front and 17-inch rear spoked wheels, while the TRK 502 comes with 17-inch alloy wheels at both front and rear.

Triumph Motorcycles has updated the Scrambler 400X’s Indian portfolio with the introduction of a new Lava Red Satin paint finish. Replacing the earlier red-themed option, this fresh colourway brings a more striking and sophisticated look to the motorcycle, distinguished by its smooth satin texture. Compared to the outgoing Volcanic Red/Phantom Black scheme, the Lava Red Satin variant offers a brighter, more upscale appearance. Triumph has made no changes to the other colour choices, which remain available as before. Accompanying this cosmetic revision is a marginal price increase of Rs 758, bringing the Scrambler 400X’s new ex-showroom price to Rs 2.67 lakh.In terms of styling, the Scrambler 400X features retro-inspired elements such as a round headlamp with a protective grille, a ribbed split seat, hand guards, and tank grips. Its upright posture and taller build, with a seat height of 835mm, give it an off-road-ready stance that distinguishes it from its sibling. While the overall design pays homage to classic scramblers, it also integrates modern touches like full LED lighting. The bike tips the scales at 179kg.<h2>Triumph Scrambler 400X: Engine Specs</h2>The Scrambler 400X is powered by the same 398.15cc liquid-cooled engine found in the Speed 400. This motor belongs to Triumph’s TR series of internal combustion engines.Also Read:&nbsp;<a href="https://www.autox.com/news/bike-news/royal-enfield-bear-650-vs-triumph-scrambler-400-x-spec-comparison-whats-different-118810/">Royal Enfield Bear 650 vs Triumph Scrambler 400X Spec Comparison: What's Different?</a>It delivers a peak output of 39.5bhp and 27.5Nm of torque, paired with a six-speed gearbox featuring a slip and assist clutch for smoother shifting and reduced rider fatigue.<h2>Triumph Scrambler 400X: Features</h2>Much like the Speed 400, the new Scrambler 400X comes well-equipped with a broad range of features. These include switchable traction control, a slip-and-assist clutch, ride-by-wire throttle, a semi-digital instrument console, an engine immobiliser, and a USB-C charging port. The instrument cluster combines a large analogue speedometer with a compact LCD screen that displays a digital tachometer, gear position indicator, trip data, and fuel level. Enhancements specific to the Scrambler 400X include a taller front fender, switchable ABS, a protective grille for the headlamp, and a radiator guard.<h2>Triumph Scrambler 400X:&nbsp;Hardware Components</h2>The front suspension setup consists of a 43mm big-piston upside-down fork offering 150mm of travel, matched by a rear unit with the same travel. Enhancing its off-road credentials, the Scrambler 400X is fitted with wider handlebars, a larger 19-inch front wheel, an enlarged cast steel brake pedal, and lower, wider footpegs with high-grip surfaces.Also Read:&nbsp;<a href="https://www.autox.com/reviews/bike-reviews/triumph-scrambler-400x-first-ride-review-does-it-have-the-x-factor-to-makes-it-special-115075/">Triumph Scrambler 400X First Ride Review: Does It Have The 'X' Factor To Make It Special?</a> Braking hardware includes a larger 320mm front disc paired with a radially mounted ByBre four-piston calliper, while the rear uses a 230mm disc with a single-piston calliper.

2025 Triumph Scrambler 400X Updated with New Colour Option in India

Alongside this visual update comes a minor price hike of Rs 758, revising the ex-showroom price of the Triumph Scrambler 400X to Rs 2.67 lakh.

Yamaha India has launched the 2025 Aerox 155 Version S, a sporty scooter for city riders. This new version comes with fresh colours, updated graphics, and useful features. It continues to stand strong in the Indian scooter market with its stylish look and reliable performance. The latest Aerox 155 Version S is now available in two new colours – Racing Blue and Ice Fluo Vermillion. These colours make the scooter look sharp and sporty. Yamaha has kept the Metallic Black option for those who prefer a simple and clean design.Also Read:&nbsp;<a href="https://www.autox.com/news/bike-news/2025-yamaha-fz-s-fi-launched-at-rs-135-lakh-in-india-120341/">2025 Yamaha FZ-S FI Launched At Rs 1.35 Lakh in India</a>This model comes with a Smart Key system that adds ease and safety for the rider. The scooter uses a 155cc liquid-cooled engine with VVA (Variable Valve Actuation) technology. It delivers 14.75bhp of power and 13.9Nm of torque. Other features include traction control, ABS, and twin rear shock absorbers, giving a smooth and safe ride.The new Aerox 155 now follows OBD-2B emission rules, which help reduce pollution. This shows Yamaha’s focus on the environment while still offering good power and performance.Also Read:&nbsp;<a href="https://www.autox.com/news/bike-news/yamaha-fz-s-fi-hybrid-launched-in-india-at-rs-144-lakh-with-42-inch-tft-display-and-connected-features-120135/">Yamaha FZ-S Fi Hybrid Launched in India at Rs 1.44 Lakh with 4.2-Inch TFT Display and Connected Features</a>The Racing Blue and Ice Fluo Vermillion versions cost Rs 1.54 lakh (ex-showroom), while the Metallic Black version is priced at Rs 1.50 (ex-showroom). The 2025 Aerox 155 Version S is available at Yamaha Blue Square showrooms across India.

2025 Yamaha Aerox 155 Version S Launched in India; Prices Start at Rs 1.50 Lakh

The 2025 Yamaha Aerox 155 Version S hits Indian roads with updated graphics, new features, and colours—Racing Blue, Ice Fluo Vermillion, and Metallic Black.

TVS Motor Company has introduced the new TVS Sport ES+ variant in India at Rs 60,881.&nbsp;The bike is now available in three trims: Self Start ES, ES+, and ELS, priced between Rs 59,881 and Rs 71,785. All prices are ex-showroom figures.&nbsp;The entry-level commuter is equipped with an OBD-2B-compliant 109.7cc air-cooled, fuel-injected engine that delivers 8.09bhp of maximum power and 8.7Nm of peak torque, ensuring efficient performance for daily rides. The ES+ variant features an all-gear electric start, a 10-litre fuel tank, and a lightweight design with a kerb weight of 112 kg. With a claimed mileage of 90km/l, it offers cost-effective commuting. Additional features include an analogue instrument cluster, LED daytime running lights (DRLs), and a comfortable long seat, making it a practical choice for urban riders.&nbsp;<h2>TVS Sport ES+ Variant: Styling and Colour Options</h2>The mid-tier ES+ retains the foundational look of the standard Sport model but receives a visual refresh that enhances its sporty appeal. Striking new body graphics distinguish it from its siblings, while fresh dual-tone colour choices – Grey, Red, and Black Neon – amplify its road presence.Also Read:&nbsp;<a href="https://www.autox.com/news/bike-news/2025-tvs-apache-rr-310-launched-in-india-with-obd-2b-compliance-price-starts-at-rs-278-lakh-120478/">2025 TVS Apache RR 310 Launched In India with OBD-2B Compliance; Price Starts at Rs 2.78 Lakh</a>The TVS bike rides on alloy wheels and features telescopic forks at the front with twin shock absorbers at the rear. A notable design addition unique to the ES+ is a robust rear grab rail styled after those seen on larger motorcycles, aimed at improving pillion stability and comfort.<h2>TVS Sport ES+ Variant: Engine Specs</h2>As mentioned, the TVS Sport houses a 109.7cc single-cylinder engine, featuring air cooling and fuel injection, and is mated to a four-speed transmission.&nbsp;The engine has been updated to meet the latest OBD-2B emission standards. It delivers a peak power of 8.08bhp and 8.7Nm of torque. It has been updated to conform to the latest OBD2B emission standards, ensuring enhanced environmental compliance.<h2>TVS Sales Figures: April 2025</h2>On the sales front, April 2025 proved positive for TVS, with the company registering a 15% increase in total vehicle dispatches. Motorcycles alone saw a 17% boost, with over 2.20 lakh units shipped versus 1.88 lakh units during April last year. Scooters weren’t far behind, posting an 18% rise with about 1.70 lakh units sold.Also Read:&nbsp;<a href="https://www.autox.com/news/bike-news/royal-enfield-hunter-350-vs-tvs-ronin-spec-comparison-whats-different-120563/">Royal Enfield Hunter 350 vs TVS Ronin Spec Comparison: What's Different?</a> In the electric mobility space, the TVS iQube remained a standout performer. The company moved 27,684 units of its flagship EV scooter in April – a dramatic 59% surge over the 17,403 units sold in the same month last year, securing its place as one of the nation’s top-selling electric two-wheelers.

TVS Sport ES+ Variant Launched at Rs 60,881 in India; Here's What it Offers

The TVS Sport is equipped with an OBD-2B-compliant 109.7cc air-cooled, fuel-injected engine that delivers 8.09bhp of maximum power and 8.7Nm of peak torque.

Kawasaki has introduced the KLX230 as a lightweight dual-sport offering in India, entering a segment where Hero MotoCorp already has a stronghold with the XPulse. The XPulse 210 brings updates in both design and performance. While both bikes are designed for on- and off-road use, they differ significantly in engine configuration, suspension hardware, and key dimensions. The KLX230 leans toward serious trail riding with its off-road-focused setup, while the XPulse 210 aims to balance daily usability with adventure-readiness. This specification comparison takes a closer look at how the two models stack up against each other in terms of performance, equipment, and overall capability. <h2>Kawasaki KLX230 vs Hero XPulse 210 Spec Comparison: Price</h2>​The Kawasaki KLX230 is priced at Rs 3.30 lakh (ex-showroom), positioning it as a premium dual-sport motorcycle in India.Also Read:&nbsp;<a href="https://www.autox.com/news/bike-news/2025-kawasaki-versys-650-launched-in-india-at-rs-727-lakh-120570/">2025 Kawasaki Versys 650 Launched in India at Rs 7.27 Lakh</a>In contrast, the Hero XPulse 210 offers a more budget-friendly option, with prices ranging from Rs 1.76 lakh to Rs 1.86 lakh (ex-showroom), depending on the variant. This significant price difference reflects their distinct target audiences and feature sets.​<h2>Kawasaki KLX230 vs Hero XPulse 210 Spec Comparison: Dimensions</h2>The Kawasaki KLX230 measures 2,090mm long with a 1,370mm wheelbase, 880mm seat height, and 265mm ground clearance.
 <div style="width: 100%; height: auto;" class="post-image">
 <img src="https://images.autox.com/uploads/2025/04/1744718951532-hsi2-Hero-XPulse-210-Stand-View.webp" alt="Hero XPulse 210-Stand-View.jpg" style="width: 100%; height: auto;">
 </div>
 On the other hand, the XPulse 210 is expected to be around 2,254mm long, with a 1,446mm wheelbase, 830mm seat height, and 220mm ground clearance, making both bikes similar in height but different in stance and length. <h2>Kawasaki KLX230 vs Hero XPulse 210 Spec Comparison: Engine and Hardware</h2>The Kawasaki KLX230 is powered by a 233cc air-cooled, single-cylinder engine paired with a 6-speed transmission. It generates 18bhp at 8,000rpm and 18.3Nm of torque at 6,400rpm. The bike is built around a steel perimeter frame and comes with a 37mm telescopic front fork offering 240mm of travel, while the rear features a preload-adjustable monoshock with 250mm of travel. Braking duties are handled by 265mm front and 220mm rear petal discs, backed by dual-channel ABS. It runs on 21-inch front and 18-inch rear spoke wheels, shod with dual-purpose tyres suited for mixed terrain.Also Read:&nbsp;<a href="https://www.autox.com/news/bike-news/2025-kawasaki-ninja-650-krt-edition-launched-in-india-at-rs-727-lakh-120496/">2025 Kawasaki Ninja 650 KRT Edition Launched in India at Rs 7.27 Lakh</a>Meanwhile, the Hero XPulse 210 gets a more advanced 210cc liquid-cooled DOHC engine derived from the Karizma XMR. This motor delivers 24.26bhp and 20.7Nm of torque, paired with a 6-speed gearbox and aided by a slipper and assist clutch. Suspension setup includes a telescopic front fork with 210mm travel and a monoshock at the rear with 205mm travel. It, too, comes with disc brakes at both ends and switchable ABS. Rolling on the same 21/18-inch wheel combo as the KLX, it uses tubed block-pattern tyres for better grip off-road. At 170kg, it strikes a solid balance between control and durability for trail riding.<h2>Kawasaki KLX230 vs Hero XPulse 210 Spec Comparison: Features</h2>
 <div style="width: 100%; height: auto;" class="post-image">
 <img src="https://images.autox.com/uploads/2024/11/Kawasaki-KLX-230-instrument-cluster.jpg" alt="Kawasaki KLX 230 instrument cluster jpg" style="width: 100%; height: auto;">
 </div>
 The Kawasaki KLX230 offers a basic LCD display that includes smartphone connectivity through the Kawasaki Rideology app, enabling riders to receive call and message alerts. Additional convenience features include a rear luggage rack and a USB-C charging port, making it suitable for both commuting and adventure rides.
 <div style="width: 100%; height: auto;" class="post-image">
 <img src="https://images.autox.com/uploads/2025/04/1744718905025-qizl-Hero-XPulse-210-Speedometer.webp" alt="Hero XPulse 210-Speedometer.jpg" style="width: 100%; height: auto;">
 </div>
 Moving on to the Hero XPulse 210, it is equipped with a more advanced 4.2-inch TFT instrument cluster. This unit provides a cleaner, more modern interface and supports Bluetooth pairing for turn-by-turn navigation as well as call and SMS alerts. It also displays vital ride data like speed, rpm, gear position, and trip details. Notably, the XPulse 210 comes with traction control for enhanced rider safety on varied terrain.

Kawasaki KLX230 vs Hero XPulse 210 Spec Comparison: What's Different?

The Kawasaki KLX230 targets hardcore trail use with its off-road setup, while the Hero XPulse 210 blends everyday practicality with adventure capabilities.

Triumph Motorcycles has launched the 2025 Trident 660 Triple Tribute Edition, a new special edition middleweight bike. This version pays tribute to the famous Triumph Trident #67, also known as "Slippery Sam," which won multiple Isle of Man TT races from 1971 to 1975. The bike features a unique black, red, and blue paint scheme, with Diablo Red wheels and a bold “67” badge on the tank, making it a standout model for collectors and fans.In terms of design, the special edition Trident gets Sapphire Black bodywork with Cobalt Blue and Diablo Red graphics. It also features a small black flyscreen, an aluminium belly pan, and stylish red wheels. The 805mm seat height, slim fuel tank, and wide handlebars make the bike easy and comfortable to ride. The design not only looks good but also improves overall usability.Also Read:&nbsp;<a href="https://www.autox.com/news/bike-news/triumph-tf-250-e-and-tf-450-e-rc-enduro-bikes-unveiled-globally-120245/"> Triumph TF 250-E and TF 450-E-RC Enduro Bikes Unveiled Globally</a>The bike includes modern tech features like a full-colour TFT screen that shows key riding data. It also supports the My Triumph Connectivity System, which allows smartphone integration for navigation, music, and calls. Weighing just 190kg (wet), the Trident 660 Triple Tribute Edition is lightweight and suitable for new and experienced riders alike.<img src="https://images.autox.com/uploads/2025/05/1746087348086-m83p-2025-Triumph-Trident-Triple-Tribute-Rear.webp" alt="2025 Triumph Trident Triple Tribute Rear.jpg" style="width: 100%; height: auto;">The new Trident 660 Triple Tribute Edition runs on the same 660cc inline-triple engine as the standard version. It delivers 81bhp and 64Nm of torque. For 2025, Triumph has added a 6-axis IMU, which supports cornering ABS, traction control, cruise control, and a new Sport riding mode. The suspension includes Showa 41mm USD forks and a preload-adjustable rear shock. Michelin Road 5 tyres and Nissin brakes provide solid grip and stopping power.Also Read:&nbsp;<a href="https://www.autox.com/news/bike-news/triumph-thruxton-400-spotted-testing-overseas-ahead-of-launch-shows-updated-tail-section-and-more-120252/">Triumph Thruxton 400 Spotted Testing Overseas Ahead of Launch; Shows Updated Tail Section, and More</a>As of now, Triumph has not confirmed if this special edition will be available in India. However, given the brand’s growing market in the country, we can expect it to come to our country. The 2025 Trident 660 Triple Tribute Edition masterfully blends classic racing heritage with modern performance and intuitive rider aids.

2025 Triumph Trident Triple Tribute Unveiled With Cobalt Blue and Diablo Red Highlights

New Trident 660 Triple Tribute Edition celebrates Triumph’s TT legend ‘Slippery Sam’ with bold graphics, red wheels & retro ‘67’ branding.

The sportier, more powerful replacement for the BMW R 1250 RS has arrived! The 2026 BMW R 1300 RS has the German brand’s most potent serial-production boxer engine, capable&nbsp;of revving up to 9000rpm. This engine also powers other R 1300 models like the GS and R variants.&nbsp;Besides a new heart, the sportier gets a completely revised chassis, headlined by a steel sheet metal mainframe that boosts stiffness and enables more compact packaging. The rear frame is also new, replacing the previous tubular steel design with a lighter and more rigid die-cast aluminium unit. Paired with a more compact drivetrain,&nbsp;these updates help centralise mass, resulting in sharper handling and enhanced rider feedback. While BMW has&nbsp;yet to confirm a launch date for India, the R 1300 RS is expected to arrive on Indian roads in the near future. Let’s dive into what this powerhouse has to offer in terms of specs and performance.
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 <h2>BMW R 1300 RS: Design and Features</h2>The BMW R 1300 RS features a sharp, aerodynamic fairing paired with full LED lighting for a modern, aggressive look. The sculpted fairing with aggressive air channels emphasises the bike’s speed-focused design, while the compact dual-headlamp&nbsp;setup sharpens the face. BMW offers a range of styling packages—Triple Black, Option 719 Cuyamaca, and the striking&nbsp;Style Performance, allowing each rider to make a unique statement. The boxer machine&nbsp;has enhanced ergonomics for a slightly more forward riding position, ensuring comfort. Customisable fit is possible with various seats, handlebars, and footrests.Also Read:&nbsp;<a href="https://www.autox.com/news/bike-news/new-bmw-r-1300-rt-makes-global-debut-with-new-engine-redesigned-chassis-and-more-120571/">New BMW R 1300 RT Makes Global Debut with New Engine, Redesigned Chassis, and More</a>The BMW R 1300 RS comes with an array of advanced electronic features, making it both versatile and rider-friendly. With traction control, engine braking control, and active cruise control&nbsp;with forward collision warning, it offers a high level of safety and comfort on every ride. The bike includes&nbsp;three riding modes—Eco, Rain, and Road—optimising the experience for varying weather and terrain. For performance enthusiasts, the optional Riding Package Pro adds two more modes, Dynamic and Dynamic Pro. The 6.5-inch full-colour TFT display serves as the command centre, integrating smartphone connectivity, navigation, and media control to keep riders fully engaged with their ride. <h2>BMW R 1300 RS: Hardware</h2>The BMW R 1300 RS features a completely revamped suspension system to elevate its ride quality and handling precision. The front suspension uses 47mm upside-down forks, while the rear benefits from the advanced EVO Paralever system paired with the Dynamic ESA electronic suspension.&nbsp;Riders seeking finer control can choose Dynamic Suspension Adjustment (DSA) for automatic damping and spring adjustments, enhancing responsiveness.The bike uses dual front disc brakes with 4-piston callipers and a single rear disc. It has 17-inch cast aluminium wheels, saving 1.4 kg of unsprung weight. While it has the same 17-litre fuel tank&nbsp;as the R 1300 R, the RS weighs 245 kg, which is 6 kg more than the R and 8 kg more than the GS.<h2>BMW R 1300 RS: Engine</h2>The new BMW R 1300 RS features a 1,300cc boxer engine, compared to the previous 1,254cc unit in the R 1250 RS. The updated bore and stroke ratio is 106.5mm by 73mm, up from the earlier 102.5mm by 76mm, achieved through a larger&nbsp;cylinder bore and a shorter-stroke crankshaft. The output has increased to 143bhp, up from 134bhp, while torque has grown slightly to 149Nm, available slightly higher in the rev range.Also Read:&nbsp;<a href="https://www.autox.com/reviews/bike-reviews/bmw-r-1300-gs-review-the-big-daddy-of-advs-has-a-change-of-heart-117434/">BMW R 1300 GS Review: The Big Daddy of ADVs has a Change of Heart</a>The unit also revs higher overall, reaching a max engine speed of 9,000rpm—making it the most powerful boxer engine BMW has offered so far.

BMW R 1300 RS Sports Tourer with Boxer Engine Revealed Ahead of India Launch

The recently unveiled sports tourer features a 1,300cc boxer engine, compared to the previous 1,254cc unit in the BMW R 1250 RS. The output has increased to 143bhp, up from the previous 134bhp.

Hero MotoCorp has introduced the 2025 HF 100 at an ex-showroom price of Rs 60,118, reflecting a modest hike of Rs 1,100, lower than the Rs 1,750 increase applied to models like the Splendor and Passion Plus. This revision is part of a broader update to the company’s commuter lineup, which has recently welcomed refreshed versions of popular models such as the Glamour and Splendor Plus. Offered in a single variant, the HF 100 is available in two dual-tone colour schemes: Black with Blue and Black with Red. While there are no significant cosmetic changes, the commuter bike is now equipped with onboard diagnostics (OBD2B) for real-time emissions monitoring, ensuring compliance with the latest government norms. With its fuel-efficient engine, lightweight construction, and practical design, the HF 100 continues to cater to budget-conscious riders.<h2>2025 Hero HF 100: Key Details</h2>Despite the price change, the HF 100 remains mechanically unchanged. It retains the trusted 97.2cc, single-cylinder, air-cooled engine that produces 8bhp of maximum power and 8.05Nm of peak torque, paired with a four-speed gearbox. Renowned for its mileage, the bike continues to deliver an impressive fuel efficiency of around 70km/l.Also Read:&nbsp;<a href="https://www.autox.com/news/bike-news/2025-hero-splendor-plus-range-launched-in-india-prices-start-at-rs-78926-120425/">2025 Hero Splendor Plus Range Launched in India; Prices Start at Rs 78,926</a>The HF 100 continues to be underpinned by a double cradle frame&nbsp;– the same as that used in the Splendor Plus and Passion Plus. The suspension setup includes telescopic forks at the front and twin shock absorbers at the rear, supported by drum brakes and 18-inch alloy wheels. In terms of features, the motorcycle sticks to basics, offering an analogue instrument cluster and halogen lighting throughout. However, it does integrate the brand’s XSense tech, which includes features like a side-stand engine cut-off for enhanced safety and an engine start/stop system.Also Read:&nbsp;<a href="https://www.autox.com/news/bike-news/2025-hero-super-splendor-xtec-launched-in-india-with-obd2b-compliance-prices-start-at-rs-88128-120436/">2025 Hero Super Splendor Xtec Launched in India with OBD2B Compliance; Prices Start at Rs 88,128</a>Aimed squarely at the entry-level commuter segment, the HF 100 goes up against the likes of the&nbsp;TVS Radeon,&nbsp;Bajaj Platina 100, and Honda Shine 100. With its updated compliance, unchanged reliability, and competitive pricing, Hero MotoCorp is reinforcing its dominance in the budget commuter space.

2025 Hero HF 100 with OBD2B Compliance Launched in India at Rs 60,118

Offered in a single variant, the Hero HF 100 is available in two dual-tone colour schemes: Black with Blue and Black with Red.

Royal Enfield’s recent additions to its 650cc platform – the Classic 650 and Bear 650 – bring two very different takes on middleweight motorcycling. While both share the same twin-cylinder engine, their design goals, dimensions, and riding ergonomics vary significantly. The Classic 650 leans into timeless styling with a laid-back stance, ideal for relaxed cruising. The Bear 650, derived from the Shotgun platform, takes a scrambler-inspired approach, targeting riders looking for a more rugged, upright experience. This comparison outlines the key technical and physical differences between the two, helping potential buyers decide which model fits their needs better.Both the Royal Enfield Classic 650 and Bear 650 are powered by the same 648cc air/oil-cooled parallel-twin engine. This motor produces 47bhp and 52.3Nm of torque in both models, paired with a 6-speed gearbox. Performance figures remain identical, with tuning differences focused more on ride feel and application. <h2>Royal Enfield Classic 650 vs Bear 650 Spec Comparison: Dimensions</h2>The Royal Enfield Classic 650 comes in at 2,318mm long, 892mm wide, and 1,137mm tall, with a 1,475mm wheelbase and a seat height set at 800mm.Also Read:&nbsp;<a href="https://www.autox.com/news/bike-news/royal-enfield-classic-650-vs-super-meteor-650-spec-comparison-whats-different-120278/">Royal Enfield Classic 650 vs Super Meteor 650 Spec Comparison: What's Different?</a> In contrast, the Bear 650 is slightly more compact in length at 2,180mm and narrower at 855mm, though it stands taller at 1,160mm. It features a ground clearance of 184mm, a higher seat height of 830mm, and a shorter wheelbase measuring 1,460mm.<h2>Royal Enfield Classic 650 vs Bear 650 Spec Comparison: Design</h2>Design-wise, the Classic 650 leans into a vintage cruiser aesthetic. It sports a rounded headlight, wire-spoked wheels, and a one-piece seat, paired with a compact tank and chrome detailing that reinforce its old-school charm. Its upright ergonomics and smaller dimensions offer easy manoeuvrability for urban and long-distance riding.
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 Meanwhile, the Bear 650 takes cues from retro scramblers of the 1960s and 70s. It delivers a more minimalist and rugged appearance, essentially functioning as a stripped-down, adventure-focused version of the Interceptor 650. Standout elements include blocky off-road tyres, a ribbed scrambler seat, and a distinctive upswept tail section, giving the bike a purposeful and robust character that blends classic styling with practical off-road sensibilities.<h2>Royal Enfield Classic 650 vs Bear 650 Spec Comparison: Features</h2>
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 In terms of equipment, the Royal Enfield Classic 650 features a semi-digital instrument cluster that blends an analogue speedometer with an LCD panel. This setup provides essential ride data, including odometer and trip readings, fuel level, service alerts, gear indicator, and a digital clock. Additional standard equipment includes dual-channel ABS, full-LED lighting, a USB Type-C port for charging, and Royal Enfield’s Tripper Navigation system.
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 The Bear 650 also boasts a range of features&nbsp;like Google Maps-based navigation, Tripper dash, real-time connectivity through the Wingman system, trip tracking, parking alerts, and a USB-C charging slot. Notably, the bike has LED lighting across the board, adding to its functionality and modern appearance.<h2>Royal Enfield Classic 650 vs Bear 650 Spec Comparison: Price</h2>The Royal Enfield Classic 650 is offered in three distinct versions, each with its own pricing. The entry-level Hotrod edition, available in Vallam Red and Bruntingthorpe Blue, is priced at Rs 3.37 lakh. The mid-tier Classic variant comes in Teal Green and is priced at Rs 3.41 lakh, while the top-end Chrome model, finished in Black Chrome, is the most expensive at Rs 3.50 lakh.Also Read:&nbsp;<a href="https://www.autox.com/news/bike-news/royal-enfield-classic-650-vs-interceptor-650-spec-comparison-whats-different-120413/">Royal Enfield Classic 650 vs Interceptor 650 Spec Comparison: What's Different?</a>On the other hand, the Bear 650 is available in a wider palette with five paint jobs – Broadwalk White, Petrol Green, Wild Honey, Golden Shadow, and Two Four Nine. Pricing for the Bear starts at Rs 3.39 lakh for the standard variant and goes up to Rs 3.59 lakh for the most premium colour. All prices are ex-showroom.&nbsp;

Royal Enfield Classic 650 vs Bear 650 Spec Comparison: What's Different?

This comparison highlights the core specs and design differences between the Royal Enfield Classic 650 and the Bear 650 to help buyers choose the right fit.

BMW Motorrad has officially taken the wraps off the new R 1300 RT, marking a major evolution in its iconic touring lineup. Unveiled globally, the latest iteration brings a host of mechanical and design upgrades aimed at enhancing long-distance comfort, dynamic performance, and rider convenience. The bike is available in several colour options: the standard Alpine White 3 uni, the sophisticated Triple Black in Blackstorm metallic, the dynamic Impulse variant in Racing Blue metallic, and the elegant Option 719 Camargue in Blue Ridge Mountain metallic. Enhanced aerodynamics, reworked ergonomics, and new electronic features further elevate the touring experience, making the R 1300 RT more capable and refined than ever before.<h2>New BMW R 1300 RT: Engine and Performance</h2>At the heart of the R 1300 RT lies a newly developed engine, designed to offer improved performance and efficiency. The two-cylinder boxer engine maintains a displacement of exactly 1300cc, identical to the R 1300 R. However, the bore and stroke have been revised to 106.5mm by 73mm, replacing the previous 102.5mm by 76mm configuration. This updated engine produces 143bhp at 7,750rpm – an increase of 9bhp over the outgoing model – and generates a peak torque of 149Nm at 6,500rpm, making it the most powerful boxer engine BMW has ever produced for a series production model.
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 The R 1300 RS includes three selectable riding modes: Rain, Road, and Eco as standard. Buyers can also opt for the "Riding Modes Pro" package, which adds extra modes such as Dynamic and Dynamic Pro for enhanced performance adaptability.Also Read:&nbsp;<a href="https://www.autox.com/reviews/bike-reviews/bmw-r-1300-gs-review-the-big-daddy-of-advs-has-a-change-of-heart-117434/">BMW R 1300 GS Review: The Big Daddy of ADVs has a Change of Heart</a>The bike also comes equipped with engine drag torque control (MSR) as standard, helping to prevent instability during deceleration or downshifting by reducing rear-wheel slip. Additionally, BMW’s Automated Shift Assistant (ASA) offers a convenient and innovative way to make gear changes smoother and riding more comfortable overall.<h2>New BMW R 1300 RT: Chassis and Suspension </h2>The new R 1300 RT is built around a completely revamped sheet metal frame, designed to enhance stiffness and optimise the layout of its components. The rear subframe has also been updated, now made from a durable aluminum lattice construction instead of the previous steel design, contributing to a more efficient structure and weight distribution. In terms of suspension, the bike features an updated EVO Telelever system at the front, now incorporating a flex element, paired with a modified EVO Paralever system at the rear. These changes improve the bike's steering precision and overall ride stability. With a stiffer connection to the frame, the new setup offers better feedback to the rider, resulting in a more engaging and responsive riding experience. The bike also boasts new 17-inch aluminum wheels with a hollow-spoke design, shedding 1.4 kg from the previous model. An important addition to the R 1300 RT is the Dynamic Chassis Adaptation (DCA) system, which works alongside the Dynamic ESA electronic suspension to provide two selectable riding configurations. The first is designed for stability, with a flatter steering angle and a more relaxed chassis geometry, while the second offers firmer suspension settings, a higher ride height, and stiffer spring rates for a more dynamic, responsive ride.The seat height has been lowered to 780 mm, and the inner leg curve has been reduced for better accessibility. BMW also offers a range of seat height options through its official catalogue.&nbsp;<h2>New BMW R 1300 RT: Features</h2>The R 1300 RT comes with side cases as standard, each offering 27 litres of storage, with optional Vario cases that can be expanded from 27 to 33 litres. There are also top case options with 39-litre and 54-litre capacities. These cases can be locked and unlocked via the central locking system, have interior lighting, and the left-hand case features a USB-C charging port.
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 The bike offers three primary riding modes: Road, Rain, and Eco, with the option to add Riding Modes Pro, which provides two additional customisable modes. Standard features also include engine drag torque control (MSR), which helps to prevent instability during coasting or downshifting.Also Read:&nbsp;<a href="https://www.autox.com/news/bike-news/bmw-r-12-gs-scrambler-motorcycle-unveiled-globally-120274/">BMW R 12 G/S Scrambler Motorcycle Unveiled Globally</a> The R 1300 RT is equipped with a 10.25-inch TFT screen that integrates navigation and a conveniently located ventilated smartphone charging compartment. For those seeking an enhanced audio experience, the optional Audio and Audio Pro systems include high-quality speakers with separate controls for tweeters, midranges, and woofers.

New BMW R 1300 RT Makes Global Debut with New Engine, Redesigned Chassis, and More

The new BMW R 1300 RT is built around a completely revamped sheet metal frame, designed to enhance stiffness and optimise the layout of its components.

Kawasaki India has launched the 2025 Versys 650, priced at Rs 7.93 lakh (ex-showroom). The bike now comes in a single Metallic Matte Graphene Steel Grey colour, giving it a fresh and unified look. While the core design stays the same, it retains the semi-fairing, twin LED headlights, and a tall adjustable windscreen for improved wind protection. The split-type seat and upright riding position focus on long-distance comfort. Kawasaki keeps the adventure-touring DNA intact, targeting riders who value practicality, comfort, and style.<h2>2025 Kawasaki Versys 650: Features</h2>The new Versys 650 continues with its semi-fairing layout, upright ergonomics, and underbelly exhaust. A split seat supports pillion comfort, making it ideal for touring. The design keeps rider's needs in focus without major changes.Also Read:&nbsp;<a href="https://www.autox.com/news/bike-news/2025-kawasaki-eliminator-becomes-expensive-by-rs-14000-in-india-check-new-prices-120490/">2025 Kawasaki Eliminator Becomes Expensive by Rs 14,000 in India; Check New Prices</a>The bike has a TFT instrument cluster with Bluetooth, USB charging port, and switchable traction control. Dual-channel ABS and full LED lighting improve rider safety and visibility, making the bike more touring-friendly.<img src="https://images.autox.com/uploads/2025/04/1745991467009-bjp8-2025-Kawasaki-Versys-650-Rear.webp" alt="2025 Kawasaki Versys 650 Rear.jpg" style="width: 100%; height: auto;">The 2025 Versys 650 also features long-travel suspension with an inverted front fork and rear monoshock. Braking is handled by 300mm front and 250mm rear discs, offering control on varied terrains.<h2>2025 Kawasaki Versys 650: Engine</h2>Power comes from a 649cc parallel-twin engine producing 66bhp and 61Nm of torque. The 6-speed gearbox now includes a slipper and assist clutch, enhancing comfort in traffic. <h2>Kawasaki Ninja 650 KRT Edition</h2>Kawasaki has also recently launched the Ninja 650 KRT Edition in India at Rs 7.27 lakh (ex-showroom), which is also powered by a 649cc liquid-cooled parallel-twin engine, but delivers 67bhp and 64Nm of torque. This edition introduces bold Kawasaki Racing Team (KRT) graphics, giving the popular 650cc sport-tourer a sharper and more aggressive look. Also Read:&nbsp;<a href="https://www.autox.com/news/bike-news/2025-kawasaki-ninja-650-krt-edition-launched-in-india-at-rs-727-lakh-120496/#">2025 Kawasaki Ninja 650 KRT Edition Launched in India at Rs 7.27 Lakh</a>The Ninja 650 KRT Edition includes accessories like a USB port, frame sliders, tank pad, radiator guard, pillion seat cover, and an optional taller windshield. It features a 4.3-inch TFT display with Bluetooth, dual-channel ABS, and two-level traction control, though it's unclear if the KRT Edition has any traction control calibration changes.

2025 Kawasaki Versys 650 Launched in India at Rs 7.27 Lakh

Kawasaki India launched the 2025 Versys 650 at Rs 7.93 lakh, featuring a new Metallic Matte Graphene Steel Grey colour, while retaining its adventure-touring design.

The recently updated Royal Enfield Hunter 350 and the Honda CB350 are two of the most talked-about retro-styled motorcycles in the Indian mid-cap segment. Both bikes offer a blend of classic charm and modern engineering, making them strong contenders for riders seeking style, performance, and everyday usability. While the Hunter 350 impresses with its compact design and nimble city handling, the CB350 leans more towards refined performance and a premium riding experience. In this spec comparison, we break down the key differences in engine specs, features, design, and pricing to help you decide which of these retro-modern machines suits your riding style better.<h2>New Royal Enfield Hunter 350 vs Honda CB350 Spec Comparison: Price Tag</h2>The refreshed Royal Enfield Hunter 350 now comes in a variety of colour options, such as Factory Black, Rio White, Dapper Grey, Tokyo Black, London Red, and Rebel Blue. Despite the update, its pricing remains unchanged: the base model starts at Rs 1.50 lakh, the mid-level version is priced at Rs 1.77 lakh, and the top-tier variant comes in at Rs 1.82 lakh.Also Read:&nbsp;<a href="https://www.autox.com/news/bike-news/royal-enfield-hunter-350-vs-tvs-ronin-spec-comparison-whats-different-120563/">Royal Enfield Hunter 350 vs TVS Ronin Spec Comparison: What's Different?</a> In contrast, the Honda CB350 is offered in two variants, with prices ranging from Rs 2 lakh to Rs 2.18 lakh, positioning it noticeably higher than even the most expensive Hunter 350 variant. All mentioned prices are ex-showroom figures.<h2>New Royal Enfield Hunter 350 vs Honda CB350 Spec Comparison: Engine</h2>On the mechanical front, the Hunter 350 is equipped with Royal Enfield's 349cc J-series single-cylinder, air- and oil-cooled engine, delivering 20.2bhp at 6,100rpm and 27Nm at 4,000rpm. It is paired with a five-speed manual gearbox, now enhanced with a slip-and-assist clutch for smoother gear shifts.
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 On the other hand, the Honda CB350 features a 348cc air-cooled, single-cylinder, PGM-FI engine that generates 20.8bhp of maximum power at 5,500rpm and 29.4Nm of peak torque at 3,000rpm. This engine is mounted within a double-cradle frame and is also linked to a five-speed transmission.<h2>New Royal Enfield Hunter 350 vs Honda CB350 Spec Comparison: Dimensions</h2>The Royal Enfield Hunter 350 measures 2,055mm in length, 810mm in width, and 1,070mm in height, with a wheelbase of 1,370mm, a seat height of 800mm, a ground clearance of 160mm, and a kerb weight of 181kg. In contrast, the Honda CB350 is 2,163mm long, 789mm wide, 1,107mm tall, with a 1,441mm wheelbase, 800mm seat height, 166mm ground clearance, and a kerb weight of 181kg. While the Hunter is more compact and nimble, the CB350 offers a longer stance and better clearance, enhancing highway stability.<h2>New Royal Enfield Hunter 350 vs Honda CB350 Spec Comparison: Feature List</h2>The 2025 iteration of the Royal Enfield Hunter 350 arrives with a suite of functional upgrades, led by a completely reworked rear suspension system. The earlier, rigid setup – often criticised for its lack of comfort on bumpy roads – has been replaced with a progressive dual-spring unit that offers a noticeably smoother ride and boosts ground clearance by 10mm. The seat has also been reprofiled with thicker cushioning to enhance passenger comfort. Technological additions include a USB Type-C fast charging outlet and a contemporary LED headlamp, while the higher-spec trims now feature the brand’s Tripper navigation pod for seamless route guidance.Also Read:&nbsp;<a href="https://www.autox.com/news/bike-news/new-royal-enfield-hunter-350-vs-classic-350-spec-comparison-whats-different-120550/">New Royal Enfield Hunter 350 vs Classic 350 Spec Comparison: What's Different?</a> In comparison, the Honda CB350 leans heavily into tech-driven enhancements. It offers a semi-digital instrument cluster integrated with Honda’s voice-activated smartphone control system, delivering both convenience and connectivity. The bike also features selectable torque control to enhance stability in varying conditions, an assist and slipper clutch that ensures seamless gear transitions, and an emergency stop signal that improves safety during abrupt braking.

New Royal Enfield Hunter 350 vs Honda CB350 Spec Comparison: What's Different?

The Royal Enfield Hunter 350 shines with its compact build and agile handling, while the Honda CB350 offers refined performance and a more premium, tech-rich ride.

The Royal Enfield Hunter 350 has just received its most significant update since its launch in August 2022. With key changes like a revised rear suspension setup, a new handlebar and seat design, and improved ground clearance, the updated Hunter claims to offer enhanced ride quality and comfort. On the other side, the TVS Ronin—currently into its 2025 model year—continues to offer a unique styling package with urban-focused performance. It gives tough competition to the Hunter 350 in the modern retro space, offering a perfect balance of style, comfort, and city-friendly performance. In this head-to-head comparison, we evaluate both bikes across critical aspects like features, comfort, pricing, and ride experience to help you make the right choice.
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 <h2>Royal Enfield Hunter 350 vs TVS Ronin: Design</h2>The updated Royal Enfield Hunter 350 keeps its core design intact, focusing on subtle enhancements that refine its retro-inspired look. A key update is the new LED headlamp, replacing the halogen unit and bringing it closer to Royal Enfield’s premium offerings. Other changes like a redesigned exhaust and an expanded colour lineup—including options like Factory Black and Rebel Blue—further add to the bike’s market appeal.Also Read:&nbsp;<a href="https://www.autox.com/news/bike-news/new-royal-enfield-hunter-350-vs-classic-350-spec-comparison-whats-different-120550/">New Royal Enfield Hunter 350 vs Classic 350 Spec Comparison: What's Different?</a>In comparison, the 2025 TVS Ronin largely boasts cosmetic enhancements with a refreshed colour scheme. New shades like Glacier Silver and Charcoal Ember replace previous options, bringing in sharper contrasts and standout elements such as gold highlights and red striping.<h2>Royal Enfield Hunter 350 vs TVS Ronin: Powertrain</h2>The Royal Enfield Hunter 350 retains its familiar mechanical setup, which is a 349cc J-series single-cylinder engine that’s air- and oil-cooled. It delivers 20.2bhp and 27Nm, paired with a five-speed gearbox that now benefits from a slip-and-assist clutch.On the other hand, the TVS uses a 225.9cc single-cylinder, four-valve engine with air- and oil-cooling. It produces 20bhp at 7,750rpm and 19.93Nm of torque at 3,750rpm. The engine is mated to a five-speed transmission and comes equipped with an assist and slipper clutch.<h2>Royal Enfield Hunter 350 vs TVS Ronin: Hardware and Features</h2>When it comes to underpinnings, the Royal Enfield Hunter 350 sticks with a proven setup—telescopic front forks and twin shock absorbers at the rear. Braking duties are handled by disc brakes at both ends, supported by dual-channel ABS. In contrast, the TVS Ronin offers 41mm upside-down front forks and a rear monoshock. It also has dual disc brakes and ABS.Also Read:&nbsp;<a href="https://www.autox.com/news/bike-news/royal-enfield-flying-flea-c6-spotted-testing-in-india-for-the-first-time-ahead-of-launch-120551/">Royal Enfield Flying Flea C6 Spotted Testing in India For the First Time Ahead of Launch</a>On the tech front, the updated Hunter now features a digi-analogue instrument cluster, with select variants offering the Tripper navigation system and a Type-C charging port. The Ronin, meanwhile, steps ahead in connectivity with a fully digital display offering Bluetooth, turn-by-turn navigation, and call alerts.<h2>Royal Enfield Hunter 350 vs TVS Ronin: Prices</h2>The Royal Enfield Hunter 350 is priced between Rs 1.50 lakh and Rs 1.82 lakh, depending on the variant. On the other hand, the TVS Ronin offers a more wallet-friendly option, with prices starting at Rs 1.35 lakh and going up to Rs 1.73 lakh. All prices are ex-showroom.

Royal Enfield Hunter 350 vs TVS Ronin Spec Comparison: What's Different?

Royal Enfield has launched the Hunter 350 in India with key upgrades, including a revised rear suspension. Let’s compare it to the 2025 TVS Ronin.

Odysse Electric has introduced the Evoqis Lite, India’s most affordable electric sports bike, priced at Rs 1.18 lakh (ex-showroom). This new offering is a more accessible version of the original Evoqis, designed to appeal to budget-conscious riders seeking sporty styling and electric performance. Despite its lower price point, the Evoqis Lite retains a dynamic design and delivers a top speed of 75km/h, along with a claimed range of about 90 km on a single charge. It features a 60V battery, a lightweight frame, and user-friendly ergonomics, making it ideal for city commutes and young riders entering the electric two-wheeler segment. With the Evoqis Lite, Odysse aims to make electric mobility more attainable without compromising on the thrill of sporty riding.Also Read:&nbsp;<a href="https://www.autox.com/news/bike-news/ultraviolette-shockwave-electric-enduro-bike-launched-in-india-at-rs-150-lakh-gets-505nm-torque-120090/">Ultraviolette Shockwave Electric Enduro Bike Launched in India at Rs 1.50 Lakh; Gets 505Nm Torque</a>Commenting on the launch, Nemin Vora – Founder, Odysse Electric said, 'With this launch, we’re making sporty rides more accessible than ever. It’s a perfect blend of performance and affordability, crafted for those who seek thrill without compromise and at the same time not harming the environment.'<h2>Odysse Evoqis Lite: Features, Colour Options, and More</h2>Odysse has further strengthened its presence in India’s electric two-wheeler space with the introduction of the Evoqis Lite, its third electric motorcycle after the Evoqis and Vader. The brand’s offerings are not limited to motorcycles; it also manufactures an electric scooter designed specifically for last-mile delivery solutions, two categories of low-speed scooters, and two high-speed scooter models. The brand's most recent launch, the Snap, is a high-speed e-scooter that features a detachable battery for easy charging and a waterproof motor, aimed at enhancing durability and practicality for urban users. The EV startup has been steadily expanding its portfolio. The Odysse Evoqis Lite is built to make everyday riding smoother and more secure, packing in a host of user-centric technologies. Features like keyless ignition, selectable drive modes, a motor safety cut-off, an anti-theft locking system, and a smart battery unit come together to offer a convenient ownership experience. Buyers can also express their individuality with a palette of five paint jobs: Lime Green, Black, Cobalt Blue, Magna White, and Fire Red.Also Read:&nbsp;<a href="https://www.autox.com/news/bike-news/skoda-slavia-b-makes-comeback-as-a-one-off-electric-cafe-racer-concept-120546/">Skoda Slavia B Makes Comeback as a One-Off Electric Cafe Racer Concept</a>Although it is not meant to dominate performance charts, the Evoqis Lite delivers reliable efficiency suited for city traffic and recreational trips. Its balance of affordability, practicality, and accessible performance makes it an attractive option for first-time electric two-wheeler buyers stepping into the EV space.

Odysse Evoqis Lite Launched at Rs 1.18 Lakh in India

Despite its affordable price, the Odysse Evoqis Lite sports a sleek design, offers a 75km/h top speed, and delivers a claimed range of 90 km per charge. 


The Royal Enfield Hunter 350 and Classic 350 are two of the most popular models from the iconic motorcycle brand, but they cater to slightly different riding preferences. While both share the same 350cc engine platform, each bike has been fine-tuned to offer a distinct riding experience. In this spec comparison, we’ll take a closer look at how the Hunter 350 and Classic 350 differ in terms of performance, design, features, and pricing. Whether you're drawn to the retro charm of the Classic or the more modern, urban appeal of the Hunter, understanding these differences will help you choose the perfect Royal Enfield for your needs. Let’s dive into what sets the two apart.<h2>New Royal Enfield Hunter 350 vs Classic 350 Spec Comparison: Price Details</h2>The updated Hunter 350 is available in several paint jobs, including Factory Black, Rio White, Dapper Grey, Tokyo Black, London Red, and Rebel Blue. The pricing remains unchanged, with the base model starting at Rs 1.50 lakh, the mid-spec version at Rs 1.77 lakh, and the top variant priced at Rs 1.82 lakh. Also Read:&nbsp;<a href="https://www.autox.com/news/bike-news/new-royal-enfield-hunter-350-launched-in-india-with-revised-rear-suspension-led-headlights-and-more-120541/">New Royal Enfield Hunter 350 Launched in India with Revised Rear Suspension, LED Headlights and More</a>The Classic 350, which was refreshed in August 2024, comes in nine variants, with prices ranging from Rs 1.93 lakh to Rs 2.30 lakh. It offers colour choices like Dark Green with chrome accents, Commando Sand, Emerald, Jodhpur Blue, Madras Red, Medallion Brown, and Stealth Black, complete with a blacked-out exhaust and engine. All mentioned prices are ex-showroom figures.<h2>New Royal Enfield Hunter 350 vs Classic 350 Spec Comparison: Dimensions</h2>The Royal Enfield Hunter 350 is more compact in comparison to the Classic 350. The Hunter measures 2,055mm in length, 810mm in width, and 1,070mm in height, with a wheelbase of 1,370mm and a ground clearance of 160mm.
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 In contrast, the Classic 350 has a length of 2,145mm, width of 785mm, and height of 1,090mm, with a longer wheelbase of 1,390mm and a ground clearance of 170mm. While the Hunter’s dimensions make it more nimble, ideal for urban environments, the Classic 350’s larger size offers a more stable and comfortable ride, particularly suited for long-distance cruising.<h2>New Royal Enfield Hunter 350 vs Classic 350 Spec Comparison: Key Features</h2>For 2025, the Hunter 350 brings key improvements, with the most notable being a new rear suspension. The old firm setup, which affected ride comfort on uneven roads, has been replaced by a progressive rear dual-coil suspension that enhances comfort and provides an additional 10mm of ground clearance. The saddle is also redesigned with extra foam for better comfort for the pillion. The Hunter 350 features a Type-C fast charger and&nbsp;an LED headlamp. The top-of-the-line variants now include the Tripper navigation pod.The Classic 350 also boasts these updates but adds a few extra touches, such as&nbsp;adjustable brake and clutch levers and LED pilot lamps, further emphasising its timeless design.Also Read:&nbsp;<a href="https://www.autox.com/news/bike-news/ktm-390-enduro-r-vs-royal-enfield-bear-650-spec-comparison-whats-different-120498/">KTM 390 Enduro R vs Royal Enfield Bear 650 Spec Comparison: What's Different?</a> Both models are powered by the renowned 349cc J-series single-cylinder, air- and oil-cooled engine, producing 20.2bhp of maximum power at 6,100rpm and 27Nm of peak torque at 4,000rpm, paired with a five-speed manual transmission, now featuring a slip-and-assist clutch.

New Royal Enfield Hunter 350 vs Classic 350 Spec Comparison: What's Different?

The Royal Enfield Hunter 350 is priced from Rs 1.50 lakh to Rs 1.82 lakh, while the Classic 350 ranges from Rs 1.93 lakh to Rs 2.30 lakh, ex-showroom.

Well, it’s February, and February has a 14th – a day when you suddenly discover you need to declare your love towards someone. Wonder what happens during the rest of the 364 days. Anyway, I don’t know how big a celebration Valentine’s Day is in other parts of the world, but thanks to opportunistic marketers in India, it does seem to be a big deal here. I’m a bit of a cynical curmudgeon if you know what I mean, but go ahead, let me not stop you from declaring your love and spending money to keep India’s economy going.

Since it is February, and February has a 14th, I, too, might as well declare my undying love: to Miriam, my 1960 LHD Volkswagen Beetle, wearing an improbably bright shade of green and orange seats with ivory piping. And boy, this love affair has indeed kept not just the local, but the international economy buzzing. Restoring her was a massive exercise which I have written about here earlier. What I really enjoyed is the great supportive classic Volkswagen community spread across the country that pitches in when you need technical help and assistance. And others assist you in getting parts from across the world – rubber beadings from Brazil to the gear lever boot from the UK, fender indicators from Mexico to those little plugs that cover the door bolts from Thailand. The restorers and their workforce in India are another solid community altogether – they may compete, but they also collaborate to ensure that your car comes alive. Collectors, too, are never envious but truly appreciate the love of your life, and this is best seen during group drives. Love is family, and the entire classic car family is indeed loving. This is one of the best aspects of owning an old-timer.Also Read: <a href="https://www.autox.com/opinion/srinivas-krishnan/are-buttons-in-cars-going-to-give-way-to-touchscreens-forever-119767/" target="_blank">Are Buttons in Cars Going to Give Way to Touchscreens Forever?</a>

Love is not blind. Old cars – even if they were never known for their design – exude character that no modern car can match. The way the sheet metal is folded in imaginative curves and shapes and how it catches the light can take your breath away. Even the way the doors open and shut evokes an unmatched sensation. And then there’s the smell – which is absolutely unique in old-timers. Speaking of Miriam, it’s a combination of unburnt fuel, some hydrocarbon residue escaped from the engine, painted metal panels, and bakelite switchgear with a dash of oil… Hmm, divine.

Then, of course, is the joy of driving. Truly, I really feel for enthusiasts who have not experienced the joy of driving old cars – they don’t know what they’re missing. Because driving a classic is an affirmation of love; to me, driving Miriam is an act of love. Take it the way you want! The reason I say that is because to drive an old car, you have to be mindful. You cannot zone out like in a modern car, which is designed to make the drive effortless. Old cars were designed to be operated – like complex machinery – if you know what I mean. It takes two to drive an old car, not one.Also Read:&nbsp;<a href="https://www.autox.com/opinion/srinivas-krishnan/opinion-how-companies-can-do-more-for-road-safety-than-individuals-and-even-the-government-117403/" target="_blank">How Companies Can do More for Road Safety than Individuals and the Government</a>

Throttle response is generally hesitant, braking is truly reluctant, gearshifts cannot be flippant, reversing needs to be vigilant and steering begs for muscle relaxant! It is this mindfulness that makes all the difference between piloting a classic versus a new one.

All good love stories have some sad bits, too. To me, that is typically others on bikes and cars who are completely blind; they give a damn that these old-timers can stall at traffic signals or that their braking can be telegraphic. I am surprised by how many people are capable of riding and driving in India with their brains safely locked in their commodes at home – truly, a wonder of nature. The other bit is the cumbersome paperwork and the general administrative hassles of ownership. The worst is what old-timer vehicle owners in the NCR have to endure – they simply cannot drive them on the roads in that part of the world! I truly feel sorry for collectors over there.

The true attribute of classic car love is the joy it brings all around. It never fails to light up people’s eyes and bring a smile to their faces – no modern cars can do that, not even exceptional sports cars. Finally, every love story is unique. In the case of classic and vintage cars and bikes, it is twice as unique – because each machine is special. Sniff, sniff… who’s cutting onions at this hour?

Old Car Ownership is Rewarding Most Times, but it Can Be Punishing Too

Every love story is unique. In the case of classic and vintage cars and bikes, it is twice as unique – because each machine is special.

With their 122kWh &amp; 111.5kWh battery packs, they have a claimed range of 809 and 575 kilometres respectively (translating to a real-world range in excess of 500 kilometres), which means that range anxiety – the number one complaint with EVs – is simply not an issue. And if you’ve got an EV charger at home, then it’s actually quite liberating not having to make that occasional trip to the local filling station. Of course, in the company of these two Rs 1.40 crore-machines, it may not be relevant but it’s worth mentioning that they’re also far cheaper to run on electricity than the equivalent ICE machine, which still sips dino juice for forward propulsion.Also Read:&nbsp;<a href="https://www.autox.com/opinion/dhruv-behl/the-iphone-isation-of-the-car-dashboard-is-a-mistake-119766/" target="_blank">The iPhone-isation of the Car Dashboard is a Mistake!</a> 


Plus, there’s no doubt that an EV for the city is quieter and more refined, not to mention cleaner – with zero tailpipe emissions. Let’s forget, for purposes of this argument, how resource heavy EV’s actually are to manufacture. There are two ways in which, however, that the equivalent luxury ICE SUV steals a march over this duo – one is suspension compliance, wherein these do require slightly firmer underpinnings to deal with the weight of their heavy-duty battery packs. And the other thing to be aware of as a passenger – which actually happens to be a plus when you’re in the driver’s seat – is that you’re better off setting the drivetrain to Eco mode if you’re being chauffeur driven to avoid being jostled around thanks to the neck snapping acceleration of these quite brisk machines.
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At well north of a crore though, neither of these SUVs are ever going to be commonplace, but there are bunch of new models – either launched already or imminent – that are liable to make EVs far more mainstream in the near future. Over the years, the Hyundai Creta has become one of the best-selling cars in our market, and now there’s an EV variant of this popular model already on sale – which is also priced particularly well – so anyone in the market for a new Creta would do well to consider the EV version.

Mahindra, meanwhile, is taking a totally different tact with the BE 6 and XEV 9e. They’re going more for shock and awe, as opposed to understated and discreet, with designs that look as though they’ve been crafted alongside the Starship Enterprise. Needless to say, both models have generated a tremendous amount of interest already. And now, with <a href="https://www.autox.com/news/car-news/bharat-mobility-expo-2025-maruti-suzuki-e-vitara-revealed-ahead-of-india-launch-119588/" target="_blank">Maruti also getting into the act</a>, EV apprehension should soon become a thing of the past – at least for in-city use.

So, am I saying that you should buy an EV? Sure, I’m certainly urging you to consider the option. As for me, well, dino juice is an addiction that I haven’t quite cured just yet…

Have Electric Vehicles Finally Become Good Enough to Convert the ICE Enthusiast?

After spending a couple of months with a pair of very impressive luxury EVs—the Mercedes-Benz EQS 580 SUV and BMW iX—I may well be.

I still miss the tactile feel of the Qwerty keyboard on my Blackberry every time I type a long message on my iPhone. Never mind the fact that Blackberry has long since succumbed to the merciless march of progress, every time I watch a video on said iPhone I see the value of a screen that extends from end-to-end. I’ve since also fallen hook, line, and sinker for the Apple ecosystem, so I’m certainly not yearning for the good old days. Or am I?You see, while I clearly see the point of maximising screen size for my phone, I can’t quite follow the same logic for the dashboard of my daily driver. To adjust the temperature of the AC, for instance, I’d much rather reach for a dedicated button without having to take my eyes off the road, as opposed to having to navigate through a bunch of menus while attempting to avoid rear-ending the car in front.Check out <a href="https://www.autox.com/opinion/srinivas-krishnan/are-buttons-in-cars-going-to-give-way-to-touchscreens-forever-119767/" target="_blank">this column</a> by Srinivas Krishnan where he also goes on a rant on this particular pet peeve. Except, he does so by citing facts and customer satisfaction surveys (or dissatisfaction surveys as the case may be), which point out that the number one concern that new car buyers have today is the result of on-board systems that are unintuitive and cumbersome to use.Also Read:&nbsp;<a href="https://www.autox.com/news/industry-news/euro-ncap-to-give-higher-safety-ratings-to-cars-with-fewer-screens-heres-why-116394/" target="_blank">Euro NCAP to Give Higher Safety Ratings to Cars with Fewer Screens</a>Add to that a myriad of active safety features that are being added to new cars, all of which also require users to go through numerous menus and sub-menus to deactivate or tweak before being able to set off in peace. In Europe, for instance, all new cars are fitted with an ‘Intelligent Speed Assistant,’ which monitors speed limits using GPS and digital speed maps and triggers a speed warning every time the driver is deemed to be even 1km/h over the speed limit – even if that happens to be on your own driveway. Perversely, this system is also designed to be difficult to disable – in fact that’s mandated as well (ostensibly by someone with a sick sense of humour) – and if you do choose to disable this “Speed Assistant,” you have to do so every single time you turn the ignition.It's this type of over regulation and excessive computing power that’s taking the price of new cars through the roof. And it’s this tech for the sake of tech, as opposed to so that it improves the experience for the driver and passengers, that’s putting people off buying new cars and driving up demand for used cars in the West. If we’re not careful, we’ll see a similar trend in India as well. Designers, product planners and regulators all need to remember that tech should enhance the experience, not detract from it. Nor should it be a vanity project.Vanity projects lead to exactly the kind of slippery slope that the industry seems to find itself on at present… let’s hope they’re not too distracted by navigating through complex menus to apply the brakes before it’s too late.

The iPhone-isation of the Car Dashboard is a Mistake!

You see, while I clearly see the point of maximising screen size for my phone, I can’t quite follow the same logic for the dashboard of my daily driver.

Before we start, some essential disclosures: I drive a 1960 Volkswagen Beetle, listen to music from compact discs and own a few wristwatches that don’t run on batteries. I also listen to FM on a dedicated radio set and, for 20 years, had a cathode ray tube television. I like my other car (which is from this century) because some bits of it are resolutely analogue. In fact, after a year of owning it, I was told that I could use Android Auto if I connected the car to my phone with a C-type (?) cable. So to answer the question of whether the analogue interface in cars is soon going to die out, my answer is no. You may wish to read on if you want to know why I think so.So what’s exactly the problem? The conversations on today’s cars are getting sidetracked by the number of touchscreens and their size instead of the fundamentals of the car. In the attempt to make cars an extension of your personality (actually not yours, but your cellphone’s), cars today are ditching simple controls for complex ones, governed by infotainment and software code. Seduced by what they see when they peer over the Great Wall, OEMs are increasingly offering what Chinese OEMs do, especially in their EVs. Several European carmakers have decided to out-Chinese the Chinese and do away with all sorts of physical controls, even for the most essential features. Imagine going through menu options on a giant screen or using touch-sensitive buttons to control the air vents, turn down the volume, roll up the rear windows or activate the wipers. Now imagine doing it while driving. It is highly distracting and downright hazardous. Not just Europe, but this could become an industry-wide epidemic.I suspect it is not just overzealous product planners and Applephile designers who are responsible for this, but number crunchers too – physical buttons are arguably more expensive than giant screens. Also replacing a faulty touchscreen will make the OEM more money than replacing a button panel, I am sure. ‘Right To Repair’ as a concept for Software Defined Vehicles is a bridge that is yet to be approached, let alone crossed.Inevitably, car owners are also finding this new-fangled tech cumbersome and irritating. A 2023 JD Power survey of American car owners showed an increase in customer dissatisfaction, owing mainly to complicated touch-based infotainment systems. Even Porsche – which famously believed in the philosophy of ‘one button, one function’ in all their sports cars – succumbed to the touchscreen in the Taycan just because it was their ground-up all-electric car and wanted to make a clean break from the past. Well, that break is not going to last too long. Media reports say that new Euro NCAP tests in 2026 will nudge OEMs to use ‘separate, physical controls for basic functions in an intuitive manner, limiting eyes-off-road time and therefore promoting safer driving.’Also Read:&nbsp;<a href="https://www.autox.com/news/industry-news/euro-ncap-to-give-higher-safety-ratings-to-cars-with-fewer-screens-heres-why-116394/" target="_blank">Euro NCAP to Give Higher Safety Ratings to Cars with Fewer Screens</a> The reason why outlandish features and techno wizardry, and giant touchscreens and infotainment refresh rates are dominating automotive conversations today is that cars will soon start getting homogenised like never before. There’s not much to distinguish what’s underneath different brands of Chinese EVs, so they have to stand out by giving you a dozen screens, getting your car to order your microwave to start making dinner and take-your-drone-along capabilities. Should the rest of the world follow suit? Perhaps not, because many wise people are talking about an impending split in the world of manufacturing: ‘In China, For China’ and ‘Rest Of The World.’I think we Indians may flirt initially with the techno-wizardry in infotainment systems in new cars, but reality will soon sink in. I’ll draw a parallel with smartwatches. A December 2024 article in The Economic Times said that smartwatch sales in India have dropped precipitously. The reason is that consumers were shifting back to analogue watches because they found smartwatches highly distracting and invasive, owing to constant monitoring of health parameters, office e-mail notifications, chats and more. Some of the examples of ex-smartwatch users quoted in the article included tech entrepreneurs and fitness enthusiasts who would ideally be heavy users of these hi-tech devices. But even they have declared enough is enough.Also Read:&nbsp;<a href="https://www.autox.com/news/industry-news/next-gen-apple-carplay-to-offer-more-customisation-and-control-functions-117437/" target="_blank">Next-Gen Apple CarPlay to Offer More Customisation and Control Functions </a> So, do you want your horoscope read out by your car or want to know what’s in your refrigerator by looking at one of your car’s screens? Well, some of you may, but that should not be at the cost of the tactile sensation of using a physical knob or button while driving your car. Hope sense prevails.

Are Buttons in Cars Going to Give Way to Touchscreens Forever?

Will the analogue interface be overwhelmed by the dazzling dominance of touchscreens and UI/UX of tech-laden cars?  Maybe not.

At the end of every 12 months, we not only take pleasure in crowning <a href="https://www.autox.com/track-test/autox-awards-2024-winners-announced-maruti-suzuki-bmw-ferrari-and-more-bag-top-honours-119043/" target="_blank">the top-ten vehicles of the year</a>, but we also take the opportunity to sit down with the leaders of the industry to get their take on the year gone by – and get a sense of what they expect for the year ahead.

Now, if you look at the newspaper headlines, you’d think that the world was coming to an end – and bringing the automotive industry down with it. But if you take the time to get the perspective of professionals who’ve seen the ebbs of flows of the economy for three decades plus – with a collective experience of a few centuries – you get the sense that a more measured approach is needed. I urge you to check out <a href="https://www.autox.com/interviews/" target="_blank">our interviews</a> with the industry leaders. In the meantime, here are some key takeaways.

Firstly, and importantly, although this isn’t a revelation by any stretch, the Indian automotive industry has come a long way! It’s now the third largest market in the world – after only the US and China (albeit a lot further back). Remember, though, our car penetration is just 32 per 1,000 people (compared with over 200 in China and 850 in the US). If this number reaches even 44 per 1,000, the Indian car market will go from 4 million to about 6 million. But we have to get there progressively; organically; gradually.

Three key phrases when looking at the auto industry. Post-covid growth across industries and geographies has been pretty staggering by all accounts, but to expect this to continue would be foolhardy. We’ve seen 10% year-on-year growth over the past few years, so it’s only natural for that to drop to single digits in the near term. Veterans of the industry will tell you that it’s normal to see a few years of double-digit growth, followed by a plateau, or a trough even, only to be followed by rapid growth once again. It is, after all, cyclical – to expect otherwise would be to forget that ‘Objects in the rear-view mirror are closer than they appear.’

Now, as far as EVs are concerned, there appears to be some consensus that EVs are the eventually end state – it’s just a question of when! At present, the market penetration of EVs in the car segment is about 2.5%. However, on the basis of some of the really compelling launches that have just taken place (some of which are part of our Best of 2024 top-ten), and others that are imminent, it would be reasonable to assume that this will grow to about 6-7% in the next couple of years – with 16-18% being the best case scenario by 2030.

The real gamechanger in terms of charging infra could come from Maruti Suzuki, which showcased <a href="https://www.autox.com/news/car-news/bharat-mobility-expo-2025-maruti-suzuki-e-vitara-revealed-ahead-of-india-launch-119588/" target="_blank">the e Vitara at the Bharat Mobility Expo</a>. If Maruti approaches the EV segment the way they approached the mobility ecosystem four decades ago – wherein they first set up an after-sales network before they focussed on retail outlets – then it could change the charging landscape entirely. Take, for instance, the fact that Maruti has over 4,000 dealers and an equal number of service centres across the country. If each one installed at least one EV charger that would not only add 8,000 chargers to the mix but also make them accessible in some of the most remote corners of the country.

So, yes, the landscape is changing. The inertia and momentum is very much there. It’s hard to measure at any one point in time, but when viewed through the lens of history it’s easier to put in perspective.

The Automotive Industry is Best Viewed When Seen Through a Long Lens…

Growth is, after all, cyclical – to expect otherwise would be to forget that ‘Objects in the rear-view mirror are closer than they appear’

Ex-showroom Price	11.89 Lakh
Finance Available (EMI)	20445
Insurance	40912
User Rating	Based on 0 Reviews
Brochure	Download Brochure
Available Colors

Engine Type
Displacement	1200
Max Power	98.6 bhp @ 7,250
Max Torque	-
Fuel Efficiency	20.8
Mileage - Owner Reported	-
Riding Range	-
Top Speed	-
Riding Modes	-
Gears	6
Transmission Type	Manual
Gear Shifting Pattern	-
Cylinders	2
Bore	-
Stroke	-
Valves	4
Compression Ratio	-
Ignition	-
Spark Plugs	-
Cooling System	Liquid Cooled
Clutch	-
Emission Standard	-

Fuel Type	Petrol
Mileage ARAI (kmpl)
Fuel Tank Capacity
Alternate Fuel
Fuel Delivery System	Fuel Injection
Fuel Capacity	14.5 litres
Reserve Fuel Capacity	-

Suspension Front	Ø 43mm USD Marzocchi forks, 120mm travel
Suspension Rear	Twin RSUs with adjustable preload, 120mm rear wheel travel
Braking System	-
Front Brake Type	-
Brakes Front	Disc
Caliper - Front	-
Brakes Rear	Disc
Rear Brake Size	-
Caliper - Rear	-
Wheel Type	-
Alloy Wheels	Yes
Wheel Size	17
Tyre Size Front	120/70 ZR17
Tyre Size Rear	160/60 ZR17
Rear Tyre Size	-
Tyre Type	-
Radial Tyres	-
Front Tyre Pressure (Rider)	-
Rear Tyre Pressure (Rider)	-
Front Tyre Pressure (Rider & Pillion)	-
Rear Tyre Pressure (Rider & Pillion)	-

Length (mm)	2099
Width (mm)	778
Height (mm)	1097
Ground Clearance	-
Wheel Base (mm)	1413
Kerb Weight (kg)	-
Seat Height	809

Triumph Speed Twin - Standard

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Touch Screen Display	-
Instrument Console	-
Odo meter	-
Fuel Guage	-
Digital Fuel Guage	-
Hazard Warning Indicator	-
Average Speed Indicator	-
OTA Updates	-
Call/SMS Alerts	-
Geo Fencing	-
Distance to Empty Indicator	-
Speedo meter	Analogue
Techometer	-
Stand Alarm	-
No of Tripmeters	-
Tripmeter Type	-
Low Oil Indicator	-
Low Battery Indicator	-
Clock	-
Battery	-
Head Light	-
Tail Light	-
Turn Signal	-
Pass Light
Additional features	-