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BMW S1000 RR [2018-2019] bike price starts at ₹1850000. Check specifications, features, mileage, colours, variants, images, FAQs, news, reviews, and videos.

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Start Type

BMW S1000 RR [2018-2019]

<p><em><strong>We test BMW’s new S 1000 RR at the BIC to see if this third-gen model can become the litre-class top dog – as its predecessor was a decade ago.</strong></em></p>

<p>2009 and ‘10 were a struggle. The world was going through a rough phase, and we were still recovering from the so-called ‘Great Recession.’ There was an extreme economic slowdown everywhere – the banks were tanking, and factories were shutting down. In spite of all this, BMW Motorrad decided to enter the litre-class superbike segment with an all-new motorcycle. And, thus, the S 1000 RR was born.</p>

<p>At first, BMW’s decision to venture into the litre-class superbike segment looked quite illogical, absurd even. You see, it was a period of Japanese supremacy. The segment was ruled by the likes of the Honda Fireblade, Yamaha R1 and Kawasaki Ninja.&nbsp;</p>

<p>So, what could BMW Motorrad, which was only known for making plucky GS bikes and tourers back then, have possibly brought to the table? Heck, they didn’t even have a racing team in MotoGP or any other road-racing series to back their new product’s credentials. And to make matters worse, the silly ‘asymmetrical’ face of the so-called BMW litre-class superbike made it look like that the Germans were really out of their depth.&nbsp;</p>

<p>But then the world got their hands on the S 1000 RR, and the rest, as they say, is history! The original S 1000 RR turned out to be an absolute masterpiece. Upon its launch, it instantly became the top-dog of the litre-class segment. It was simply relentless in beating the pants off its rivals. Moreover, it was the first superbike to introduce electronic rider aids, like traction control and a quick-shifter. The S 1000 RR was a phenomenon in every sense of the word.</p>

<p>But all this happened about a decade ago, and times have since changed. In short, the competition caught up with the S 1000 RR, and some of them even surpassed it. Of course, to remain relevant in the game, BMW gave it a substantial upgrade in 2015, but, unfortunately, it wasn’t enough to get the bike to reclaim its former top position.&nbsp;</p>

<p>And so work began on an all-new third-gen model, which made its global debut in 2018. The good news is that it has now made it to India. And the best part is that BMW allowed us to ride it at the BIC. So, can the new Double R rewrite the rules of the litre-class segment?</p>

<p><strong>Anger management</strong><br />
BMW claims that not a single bolt from the old bike has been reused in this third-gen model – meaning that it’s been built completely anew from the ground up. That sounds great! But still, there are a handful of people – including me – who miss the alienesque asymmetrical headlamps of the old model. The new S 1000 RR features a pair of sleek LED headlamps. Sure, it looks prettier now, but it lacks the aggression of the old model – which had a bite-your-head-off kind of vibe. For me, and many others, that predator face of the old model was its signature dish. Anyway, BMW knows better. Plus, the new conventional face, with LED lamps, is lighter and will definitely appeal to a wider audience.</p>

<p><img alt="2020 BMW S 1000 RR Static" src="/uploads/2019/07/2020-BMW-S-1000-RR-static-web.jpg" style="width: 642px; height: 336px;" /></p>

<p>The face aside, the new S 1000 RR is as petite as its predecessor, which means that it looks more like a super-sport than a superbike. In fact, at 2,073mm of length, it’s nearly as compact as the <a href="https://www.autox.com/reviews/bike-reviews/2019-tvs-apache-rr-310-review-first-ride-106029/">TVS Apache RR 310 (2,001mm)</a>.&nbsp;</p>

<p>Everything that you touch and feel on the bike is top quality. Also, the company’s revered M moniker – so far reserved for fast BMW cars – has made its way to the S 1000 RR. This means that it now gets a special M paint scheme, with racing red, blue and white colours. Additionally, the M-Package also gets tasty lightweight carbon-fibre wheels.&nbsp;</p>

<p>Speaking of weight, at 197kgs, the new RR is 11kgs lighter than its predecessor, while in M-Spec, it’s even lighter – only 193.5kgs. On the whole, it’s a spectacular motorbike from every angle. It may not be as brawny as the old one, but it’s a lithe-and-mean machine nonetheless.</p>

<p><strong>Lightness everywhere</strong><br />
‘Lightness’ was the buzzword during the launch of the new S 1000 RR. BMW claims to have shaved kilos and grams from anywhere they could. The main contribution, however, comes from the engine, as it’s a full 4kgs lighter. That, however, is just the tip of the iceberg, for there’s so much more to this new powertrain. The 999cc in-line-four is all new, but retains the bore and stroke of the old bike (80mm x 49.7mm). And it’s got a few new tricks up its sleeve.&nbsp;</p>

<p>First up, it gets BMW’s ShiftCam technology, which basically varies valve timing and valve stroke on the intake side. It sounds complicated, but it’s quite straightforward to understand. There are two sets of cam lobes – one for low-rpm to boost low-end torque and improve efficiency, while the other to offer more lift at higher rpm to enhance the top end. The latter kicks in at 9,000rpm in just 10 milliseconds! Coupled with the ShiftCam tech are 10% lighter hollow-bored titanium valves, meaning that the engine now goes all the way up to a 14,600rpm redline – 400rpm more than the old bike.</p>

<p><img alt="2020 BMW S 1000 RR Engine" src="/uploads/2019/07/2020-BMW-S-1000-RR-engine-web.jpg" style="width: 642px; height: 336px;" /></p>

<p>All of the above updates result in a power bump of 8bhp, which means that the peak horsepower output has now crossed the holy 200bhp barrier – it’s now 204bhp. Torque is identical at 113Nm, but it’s now produced at 500rpm higher – at 11,000rpm. But because of the ShiftCam valve timing, BMW claims that at least 100Nm of torque is available from as low as 5,500rpm.</p>

<p><strong>Fast, furious &amp; forgiving</strong><br />
On a power circuit like the BIC, gauging the low- and mid-range performance of a litre-class motorcycle is a little difficult. It’s all about sniffing apexes through the fast-flowing layout of the track. And doing that on something as powerful and light as the RR requires a bit of courage, and a great deal of trust in the almighty.&nbsp;</p>

<p>You see, the engine is a nuke! It’s so throttle-happy that nothing can prepare you for the all-out assault that it launches on your sensory organs once you twist your right wrist. It took a while for my brain to register the way speed builds up on this thing. Of course, being an inline-four, the motor doesn’t quite hammer torque like, say, the Ducati Panigale V4 at low revs, but it rushes in after 10,000rpm – and how! All I can say is that it’s mind-bendingly quick. 260 – 270km/h on the back straight can be achieved without any effort. And while you’re at it, the motor shrills and howls, producing that typical inline-4 harmony. Absolute bliss!</p>

<p>Usually, when you’ve got 200+ raging horses between your legs, whacking the throttle open around corners or on straights is nothing short of a serious death-wish. And yet on the S 1000 RR, you always get the sense that everything is under control. Why? For two reasons. First, the handling is simply epic. Thanks to its lightweight ‘flex’ frame, Marzocchi front forks with DDC electronic damping, quick steering and carbon wheels shod with sticky Metzelers, the Double R feels completely focused and stable on the track. And, second, its brilliant electronics.</p>

<p><img alt="2020 BMW S 1000 RR Motion" src="/uploads/2019/07/2020-BMW-S-1000-RR-motion.jpg" style="width: 642px; height: 336px;" /></p>

<p>The S 1000 RR brims with rider aids. There are four riding modes – Rain, Road, Dynamic and Race offered as standard. Plus, there’s an optional Pro Mode. In this, you can configure the throttle response, wheelie control, traction control, engine braking and ABS as per your wish using three sub-modes – Race Pro 1, 2, and 3. You can play with the settings through the menu option on a crisp and colourful 6.5-inch TFT display.&nbsp;</p>

<p>We had limited time to fiddle with these settings (only 8 laps). When I began, the bike was in standard ‘Race’ mode, and you can’t switch to Pro mode on the fly. Anyway, even in Race mode, the electronics made sure to make me feel what, perhaps, Superman feels while flying!&nbsp;</p>

<p>On the straights, you can open the taps fully, and the bike won’t even twitch. It just grips and darts ahead like there’s no tomorrow. Similarly, on corner exits, you can open the throttle like an amateur, but instead of being launched into orbit, you exit corners glued to the tarmac as if you’re the next big thing in WSBK. Make no mistake, though, it doesn’t sap any of the fun in the process. It offers thrills aplenty. The electronics never feel overbearing. In fact, they make the RR one of the most forgiving big bikes out there.</p>

<p><strong>Could be better?</strong><br />
While the S 1000 RR completely blew my mind with its performance and agility, there were a couple of things that could have been slightly better. The four-piston Hayes front brake, with twin 320mm discs, now replace the Brembos of the old bike. They work brilliantly for the most part, offering sharp bite and progressive lever feel. But while braking at high speeds – 250km/h or higher – on the back straight, I could sense there was some brake fade after 4 or 5 laps. Of course, once you drop down the gears the engine braking slows you down too, but you do expect the front brakes to inspire more confidence. And it gets even more unnerving given how ferociously the S 1000 RR’s motor devours straights.</p>

<p><img alt="2020 BMW S 1000 RR Brakes" src="/uploads/2019/07/2020-BMW-S-1000-RR-brakes.jpg" style="width: 642px; height: 336px;" /></p>

<p>The other thing is its ergonomics. In this new version, the handlebar has been raised slightly, and so too have the foot-pegs, which means that you feel like you’re at top of the bike rather than in it. Of course, it’s very racy, but not as aggressive as the Panigale V4. And that’s both good and bad in different ways.&nbsp;</p>

<p>The good thing is that it’s roomier and comfortable, meaning on the road you’ll be able to clock more miles without busting your back or having numb wrists. On the track though, it takes a little while to adjust and get the body positioning right during fast switchbacks because the S 1000 RR isn’t carved to be an out-and-out racing machine. And because of this, the front-end probably doesn’t feel as telepathic as the Panigale V4’s.&nbsp;</p>

<p>On the flip side, because of its comfy settings, the S 1000 RR is less physical on the track as well, so you’d probably end up clocking more laps. And I felt like I would have become more confident and comfortable hanging off this bike with more track time.</p>

<p><strong>Verdict</strong><br />
Even though I have some minor complaints, I know I’d pick the S 1000 RR in a heartbeat if I had that kind of money in my bank account. It’s stonking fast and unbelievably exciting! At the same time, I can’t, for the life of me, come to a concrete conclusion here. You see, this is the golden age for bikers. And irrespective of the litre-class bike you pick, most of us will never be able to extract everything from these bikes in terms of performance – be it out on the road or on a racetrack. In the end, it boils down to your personal preference because you can’t go wrong with any of these machines. Think of the litre-class segment as the Marvel Universe, and simply pick your favourite superhero depending on whose style you like the most. And if you need help, all I can tell you is that the S 1000 RR is the Iron Man in this analogy. It’s badass, tech-laden and shoots forward as if it’s powered by rocket thrusters! &nbsp;</p>

<p>&nbsp;</p>

<p>[tabs]</p>

<p>[tab title="<strong>2020 BMW S 1000 RR Pro M Sport&nbsp;</strong>"]</p>

<p><strong>Engine:</strong>&nbsp;999cc / Inline-4/ ShiftCam Variable Valve Timing</p>

<p><strong>Transmission:</strong> 6-Speed</p>

<p><strong>Power:</strong>&nbsp;204bhp @ 13,500rpm</p>

<p><strong>Torque:</strong>&nbsp;113Nm @ 11,000rpm</p>

<p><strong>Price: </strong>Rs 22.95 lakh (ex-showroom)</p>

<p><strong>X-Factor:&nbsp;</strong><em>Badass, tech-laden and goes like as if it's got rocket thrusters - the Iron Man of the superbike world!&nbsp;</em></p>

<table cellpadding="1" cellspacing="1">
	<tbody>
		<tr>
			<td>
			<p><strong>Pros &nbsp;</strong>&nbsp; &nbsp;&nbsp;&nbsp; &nbsp;&nbsp;&nbsp;<br />
			• Performance<br />
			• Handling<br />
			• Electronics&nbsp;</p>
			</td>
			<td valign="top">
			<p><strong>Cons</strong><br />
			• Brakes</p>

			<p>&nbsp;</p>
			</td>
		</tr>
	</tbody>
</table>

<p>[/tab]</p>

<p>[/tabs]</p>

<p>https://www.youtube.com/watch?v=PmPB1AQmQuw</p>

<p>&nbsp;</p>

<p>Also read,</p>

<p><a href="https://www.autox.com/news/bike-news/2020-bmw-s-1000-rr-launched-at-185-lakh-106180/">2020 BMW S 1000 RR launched at ₹ 18.5 lakh</a></p>

<p><a data-bind="text: post_title, attr:{href: post_url}" href="https://www.autox.com/reviews/bike-reviews/2019-bmw-f-850-gs-adventure-review-first-ride-106080/">2019 BMW F 850 GS Adventure</a></p>


BMW S 1000 RR Review: First Ride

The 2019 BMW S 1000 RR is drastically different from the previous model. It's prettier, exceedingly-equipped and astonishingly quicker than its predecessor. On the whole, the BMW S 1000 RR is a spectacular motorbike from every angle.

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

<p>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.
      
    <br></p>
  
<p>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.</p><p><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;"></p>

<p>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.</p><p><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;"></p><p>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.</p>

    
  
    
  


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

<p>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. </p><p><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;"></p><p>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.</p><p>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.</p>

    
  
    
  


<h2>So, what’s under the hood?</h2>

<p>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.</p><p><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;"></p><p>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.</p>
  
    
  


<p>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.
      
<br></p>
  
<h2>So, what’s it like from behind the wheel?</h2>

<p>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.</p>

<p>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.</p><p><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;"></p><p>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.</p><p><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;"></p>

    
  


<p>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.</p>

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




<p>[tabs]</p>

<p>[tab title="<strong>Ferrari 12Cilindri Spider</strong>"]</p>

<p><strong>Engine:</strong> 6,496cc V12 (Dry Sump)  </p>

<p><strong>Transmission:</strong> 8-speed DCT</p>

<p><strong>Power:</strong> 819bhp </p>

<p><strong>Torque:</strong> 678Nm</p>
 
<p><strong>Acceleration:</strong> 0-100km/h 2.95 sec</p> 

<p><strong>Fuel:</strong> Petrol</p> 

<p><strong>Price:</strong>&nbsp;Rs 9.15 Crore Ex-showroom</p>

<p><strong>X-Factor:&nbsp;</strong><em>Supremely engineered. Stupendously fast. Stunningly beautiful.</em></p>

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

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

<p>[/tab]</p>

<p>[/tabs]</p>


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.

<p>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.</p><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>
  <p><br></p><h2>KTM 390 Adventure First Ride Review: Design and Quality<br></h2><p>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.</p><p><strong>Also Read:&nbsp;</strong><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></p><p>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.</p><p><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;"></p>
  <p>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;</p><p><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;"></p><p>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.<br></p><h2>KTM 390 Adventure First Ride Review: Ergonomics and Features<br></h2><p>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!</p>
<p>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.</p><p><strong>Also Read:</strong>&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></p><p><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;"></p><h2>KTM 390 Adventure First Ride Review: Performance and Handling<br></h2><p>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.</p>
<p>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.</p><p><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;"></p><p>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.</p><p><strong>Also Read:</strong>&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></p><p>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.</p><p><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;"></p><p>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.</p><p><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;"></p><p>
    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.</p><p><strong>Also Read:</strong>&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></p><h2>KTM 390 Adventure First Ride Review: Verdict<br></h2><p>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.</p><p><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;"></p><p>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.<br></p>

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.

<p>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?</p>

<p><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></p>

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

<p>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.</p>

<p><strong>Also Read:</strong>&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></p>

<p>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.</p>

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

<p>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.</p>

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

<p>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.</p>

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

<p>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.</p>

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

<p>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.</p>

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

<p>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.</p>

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

<p>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.</p>

<p><strong>Also Read:</strong>&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></p>

<p>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.<br />
&nbsp;</p>

<p>&nbsp;</p>

<p>[tabs]</p>

<p>[tab title="<strong>2025 Ather 450X</strong>"]</p>

<p><strong>Motor:</strong> Permanent Magnet AC</p>

<p><strong>Battery:</strong> 3.7kWh</p>

<p><strong>Power:</strong> 8.4BHP</p>

<p><strong>Torque:</strong> 26NM</p>

<p><strong>Price:</strong> ₹1.87 Lakh (Ex-showroom Bengaluru)</p>

<p><strong>X-Factor:&nbsp;</strong><em>The most fun and feature-rich e-scooter</em></p>

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

			<p>•&nbsp; Smart Design</p>

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

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

<p>[/tab]</p>

<p>[/tabs]</p>


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