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Triumph Bonneville T120 [2022-2024] bike price starts at ₹1179000. Check specifications, features, mileage, colours, variants, images, FAQs, news, reviews, and videos.

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Start Type

Triumph

Triumph Bonneville T120 [2022-2024]

Triumph Motorcycles has pulled the wraps off&nbsp;a limited edition of the&nbsp;Bonneville T120 for the Indian market. It carries the DGR (Distinguished Gentleman's Ride) label as part of a 10-year&nbsp;collaboration between Triumph and Sydney-based DGR. The company has announced that only 250 units of the limited-run motorcycle will be manufactured for&nbsp;international markets. Of the 250 bikes, there will only be 249 units for sale. Whereas, the 2023 DGR edition number #001 will be awarded to the fundraiser who has raised the most money. The number of units designated for the home market has not been revealed yet.&nbsp;

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>

<h2>Triumph Bonneville T120 Black DGR Special Edition: Design, Features</h2>

In terms of design, <a href="https://www.autox.com/reviews/bike-reviews/triumph-bonneville-t120-black-review-first-ride-110797/">the&nbsp;Bonneville T120&nbsp;Black </a>DGR Special Edition gets a special two-toned paint job - metallic black over white. A&nbsp;hand-painted gold&nbsp;stripe detailing&nbsp;on the side panels and fuel tank provide contrast to the black-and-white colour scheme. This is inspired by the 'dressing dapper'&nbsp;philosophy of the DGR.&nbsp;

The special-edition bike has&nbsp;blacked-out dual peashooter exhausts, brown stitched bench seat, and a pillion strap that resemble the historical designs. Further, it gets mirrors and a circular headlamp. For rider safety, it comes with ABS, traction control, ride-by-wire throttle,&nbsp;cruise control, and two riding modes - Rain and Road.

<h2>Triumph Bonneville T120 Black DGR Special Edition: Powertrain, Hardware</h2>

Coming to its powertrain, the&nbsp;Bonneville T120&nbsp;Black DGR Special Edition uses a 1,200cc, parallel-twin, liquid-cooled mill that delivers 80bhp of power and 105Nm of peak torque. The engine is paired with a 6-speed gearbox&nbsp;fixed in a tubular double-cradle frame.&nbsp;

As for the suspension, the bike is available&nbsp;with telescopic front forks and pre-load adjustable dual-rear shocks. Braking duties are performed by dual 310mm discs at the front and a single 255mm disc at the back. It runs on an 18-inch wheel&nbsp;wrapped in 100/90 front tyre and a 17-inch wheel wrapped in 150/70 rear tyre.

Also Read:&nbsp;<a href="https://www.autox.com/news/bike-news/bajaj-triumph-350cc-roadster-spied-ahead-of-india-launch-reveals-details-112799/">Bajaj-Triumph 350cc Roadster Spied Ahead of India Launch, Reveals Details</a>

<h2>Triumph Bonneville T120 Black DGR Special Edition: Expected Price</h2>

Expect the limited-edition&nbsp;Bonneville T120 to make way to India at a slightly higher cost than the standard Bonneville T120, which is currently priced at Rs 11.09 lakh (ex-showroom). The new bike will be available shortly in the country.&nbsp;&nbsp;&nbsp;

Triumph Bonneville T120 Black DGR Special Edition Unveiled in India

The Triumph Bonneville T120 Black Special Edition carries the DGR (Distinguished Gentleman's Ride) label as part of a 10-year association between Triumph and DGR. It gets a special two-toned paint job - metallic black over white.

The Bonneville range now gets a new Gold Line edition, which is slightly expensive and features exclusive colour schemes. If exclusivity is what you’re looking for, then hurry, as this new special edition is on sale only for a year.

Triumph India has launched the Gold Line Edition of its Bonneville range, which includes the Bonneville T100, Bonneville T120, Bonneville Speedmaster, Bonneville Bobber, and Street Scrambler.

<img alt="Triumph Speed Master And Bobber Gold Edition" height="720" src="/uploads/2021/12/Triumph-Speed-Master-and-Bobber-Gold-edition.jpg" width="1280" />

Triumph India has also confirmed that this newly introduced Gold Line Edition will be on sale only for one year, and deliveries of the motorcycle will begin early next year. The Gold Line Editions are priced at a slight premium, as the models feature an exclusive paint scheme and will be available for a limited time span. The motorcycles also feature a ‘Gold Line’ badge on the fuel tank and will be offered with a silver ice flyscreen as an option.

Following is the price list of the Triumph Bonneville Gold Line range:

Triumph Street Scrambler Gold Line - Rs 9.95 lakh

Triumph Bonneville T100 Gold Line - Rs 10.09 lakh

Triumph Bonneville T120 Gold Line - Rs 11.79 lakh

Triumph Bonneville T120 Black Line - Rs 11.79 lakh

Triumph Bobber Gold Line - Rs 12.75 lakh

Triumph Speedmaster Gold Line - Rs 12.75 lakh

All the above-mentioned prices are ex-showroom.

<img alt="Triumph Bonneville T100 And Street Scrambler Gold Edition" height="720" src="/uploads/2021/12/Triumph-Bonneville-T100-and-Street-Scrambler-Gold-Edition.jpg" width="1280" />

The Street Scrambler gets the Matt Pacific Blue along with Graphite tank stripe and Matt Jet Black mudguards on both ends. The Gold Editions of the Bonny T100 and T120 sport a dual-tone of Silver Ice and Competition Green paint scheme.

The Bonneville Speedmaster Gold Line Edition sports the Silver Ice with Sapphire Black twin stripes paint scheme, along with Sapphire Black headlight bowl and mudguards. The Bonneville Bobber is available in the Carnival Red colour scheme with Gold highlights.

Also Read:

<a href="https://www.autox.com/news/bike-news/triumph-tiger-1200-pre-bookings-commenced-110491/">Triumph Tiger 1200 pre-bookings commenced</a>

<a href="https://www.autox.com/news/bike-news/triumph-tiger-sport-660-pre-bookings-commenced-110406/">Triumph Tiger Sport 660 pre-bookings commenced</a>

https://www.youtube.com/watch?v=HRZfAc0Wjh4

Triumph Bonneville Gold Line Edition launched

The Bonneville range now gets a new Gold Line edition which is slightly premium and features exclusive colour schemes. If exclusivity is what you’re looking for then hurry as this new special edition is on sale only for a year.

The T120 Black sits between the T100 and the Speedmaster in Triumph's Bonneville range.

Ah, classic motorcycles! They are easy to ride, easy on the eye, and usually easy on the pocket too. Okay, at ₹10.99 lakh for the T120, the full-fat Bonneville doesn’t come cheap, but you do get a lot of bang for your buck. Let’s kit up, take a ride, and find out exactly what makes this Bonnie so good and if there are bits that are not so good.

<img alt="Triumph Bonneville T120 Black Side Profile" height="720" src="/uploads/2022/02/Triumph-Bonneville-T120-Black-side-profile.jpg" width="1280" />

From a distance

The<a href="https://www.autox.com/new-bikes/triumph/bonneville-t120/" target="_blank"> Bonneville T120</a> isn’t a bike that grabs attention&nbsp;– not from afar, at least&nbsp;– especially not in this black variant, which gets a matte black treatment for all the chrome bits seen on the regular T120, including the exhaust, engine casing, and other oily bits.&nbsp;

<img alt="Triumph Bonneville T120 Black Headlight" height="720" src="/uploads/2022/02/Triumph-Bonneville-T120-Black-headlight.jpg" width="1280" />

Walk up to it, and you’ll see that&nbsp;while&nbsp;it might not be an attention seeker,&nbsp;it does look good. The lines are clean and fuss-free. The round headlamp, wide handlebars, straight seat,&nbsp;twin rear shocks, and&nbsp;twin peashooter exhausts, all add up to make the T120 look like a&nbsp;’60s racer. Get even closer, and you will realise the lack of shabby welds and unsightly screws further add to its premium appeal.

On the saddle

Swing your leg around the T120’s brown leather seat, and you’ll find yourself in a rather comfortable place. Much like other classics, the riding position is upright and relaxed. The seat is soft, and the side stand doesn’t take more than a nudge to retract or deploy. That said, at 236kgs, the T120 is a heavy motorcycle. It also has a top-heaviness, which hampers its low-speed manoeuvrability.&nbsp;

<img alt="Triumph Bonneville T120 Black Instrument Cluster" height="800" src="/uploads/2022/02/Triumph-Bonneville-T120-Black-instrument-cluster.jpg" width="1280" />

Before setting off on a ride, you can take a moment to appreciate the quality of the switchgear and the grips, which are heated, by the way. It features an analogue twin-pod instrument cluster with bright, legible numbers and a small LCD display with a gear indicator, range, and trip information. Plus. it also shows your riding mode. <a href="https://www.autox.com/new-bikes/triumph/" target="_blank">Triumph</a> could’ve gone all-digital here, but I feel the analogue dials suit the Bonnie more.

On the road

As soon as you start her up, you'd feel that the T120 has a sense of occasion about it. The rumble from the 1200cc parallel-twin is sweet enough to cause panic to a diabetic, and it's very smooth.&nbsp;Vibrations only creep in at the very top of the rev range, but thankfully you never really need to hit the limiter. There’s 78.9bhp available at 6,500rpm, which is right at the redline, but the monstrous 105Nm comes in at just 3,500rpm. These figures are more than enough to hurl you forward. The Bonneville might look like an old relic, and it might weigh as much as a small elephant, but my god, it can&nbsp;move!

<img alt="Triumph Bonneville T120 Black Rear" height="720" src="/uploads/2022/02/Triumph-Bonneville-T120-Black-rear.jpg" width="1280" />

The climb, nay leap, from 60 to 120km/h is almost addictive. The Bonnie picks up speed with immediacy, surging without any lag, and only the speed limit&nbsp;stop the speedo needle from going horizontal. It can cruise at highway speeds all day long and probably carry on through the night without breaking a sweat, although the wind blast may tire you out.&nbsp;

Wind back the pace a little, shift up a couple of gears, and the 1,200cc motor just purrs along. Oodles of low-end torque mean you don’t need to shift down to overtake. But when you do, you’ll find the six-speed gearbox to be a bit clunky. It also seems to find neutral a little too often when toggling between the first two gears&nbsp;– it isn’t too bad though.

<img alt="Triumph Bonneville T120 Black Engine1" height="720" src="/uploads/2022/02/Triumph-Bonneville-T120-Black-engine1.jpg" width="1280" />

In terms of handling, the Bonneville is sure-footed, but it isn’t light on the feet. You can feel all 236kgs&nbsp;as you tip it around a bend and when you pull it back up on the exit. The Bonneville will keep up with a spirited hustle through the twisties, but it is best enjoyed at eight-tenths. It gives you a chance to appreciate that lovely soundtrack too, as you gun it from one corner to the next.

New year, new Bonnie?

For the 2022 model year, Triumph has added cruise control to the T120, along with switchable traction control and better brakes. The test bike though isn't an MY2022 model and misses out on these.&nbsp;It does still get two riding modes – Rain and Road. While neither of them alters engine outputs, the former keeps the traction control and ABS on high alert while dulling down the throttle response.

<img alt="Triumph Bonneville T120 Black Rims" height="720" src="/uploads/2022/02/Triumph-Bonneville-T120-Black-rims.jpg" width="1280" />

The new Bonneville T120 also gets lighter alloys and an improved braking system, courtesy of twin 320mm discs up front, squeezed by Brembo two-piston floating callipers, and a single 255mm disc at the rear, with a Nissin two-piston floating calliper. I can only hope that the updated Bonnie has a better braking system than the one on our test bike, which just isn't good enough. Apart from this, there are a few other niggles on the big Bonnie.

Not perfect

Our test bike exhibited alarming levels of wobbling&nbsp;at speeds above 60km/h, which hampered the ‘cruising’ part of this test a little. The switchgear, though well put together, is a bit annoying, especially the indicator toggle. It’s a little sticky, and there's no centre press-action to turn them off, so you inadvertently switch on the other side’s blinkers while trying to switch the indicator off. It's not the end of the world, but even the most basic two-wheelers have the indicator switches figured out by now. The Bonneville T120 also heats up at low speeds, but it isn’t too&nbsp;uncomfortable. On a hot summer day or in a terrible traffic jam, it may be discomforting. The Bonneville is also thirsty at low speed and idle, which is understandable since it is a 1200cc motorcycle. That said, it is quite frugal on the highway, returning over 30km/l at 80km/h in sixth gear.

<img alt="Triumph Bonneville T120 Black Front" height="740" src="/uploads/2022/02/Triumph-Bonneville-T120-Black-front.jpg" width="1280" />

Verdict

Overall,&nbsp;the Bonneville T120 is a great motorcycle. It can go long distances, accompany you through the city, and make you feel special on that Sunday morning ride. The easy riding position also makes it accessible to beginners, and shorter riders will be able to find the ground fairly easily too. On the other hand, mature riders will appreciate the fuss-free design, refinement, and&nbsp;great build quality.

The Bonneville T120 doesn’t turn heads, but its strong acceleration, brilliant exhaust note, and heaps of torque will keep you more than entertained every time you ride. The 2022 model year motorcycle should also be a touch lighter and better kitted out.

[tabs]

[tab title="Triumph Bonneville T120 Black"]

Engine: 1,200cc / Parallel-Twin

Transmission: 6-Speed

Power: 78.9bhp @ 6,500rpm

Torque: 105Nm @ 3,500rpm

Price: ₹10.99 Lakh (Ex-Showroom)

X-Factor:&nbsp;The T120 Black is fast, versatile, easy-going, and ideal for mature riders looking for a comfortable cruiser.&nbsp; 

<table cellpadding="1" cellspacing="1">
	<tbody>
		<tr>
			<td>
			Pros &nbsp;&nbsp; &nbsp;&nbsp;&nbsp; &nbsp;&nbsp;&nbsp; 
			•&nbsp;Torquey engine 
			•&nbsp;Refined 
			•&nbsp;Comfortable
			</td>
			<td>
			Cons 
			• Cumbersome at low speed 
			• Heats up in traffic
			</td>
		</tr>
	</tbody>
</table>

[/tab]

[/tabs]

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<a href="https://www.autox.com/reviews/bike-reviews/triumph-speed-triple-1200-rs-vs-ducati-streetfighter-v4-s-comparison-110455/" rel="bookmark" title="Triumph Speed Triple 1200 RS vs Ducati Streetfighter V4 S: Comparison">Triumph Speed Triple 1200 RS vs Ducati Streetfighter V4 S: Comparison</a>

Triumph Bonneville T120 Black Review: First Ride

Not a head-turner, but Triumph's Bonneville T120 scores high in terms of ease of use, refinement, speed and build quality. The ₹10.99 lakh asking price is steep, but the T120 does justify it to an extent.

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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]

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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.

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. 
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[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

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			<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>

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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.

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.

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