"
<div id='div-gpt-ad-1685987407542-0' style='min-width: 728px; min-height: 90px;'>
 <script>
 googletag.cmd.push(function() { googletag.display('div-gpt-ad-1685987407542-0'); });
 </script>
</div>"

"
<div id='div-gpt-ad-1685988724717-0' style='min-width: 300px; min-height: 250px;'>
 <script>
 googletag.cmd.push(function() { googletag.display('div-gpt-ad-1685988724717-0'); });
 </script>
</div>"

"
<div id='div-gpt-ad-1685987668152-0' style='min-width: 300px; min-height: 250px;'>
 <script>
 googletag.cmd.push(function() { googletag.display('div-gpt-ad-1685987668152-0'); });
 </script>
</div>"

"
<div id='div-gpt-ad-1685988870867-0' style='min-width: 300px; min-height: 250px;'>
 <script>
 googletag.cmd.push(function() { googletag.display('div-gpt-ad-1685988870867-0'); });
 </script>
</div>"

"
<div id='div-gpt-ad-1685987668152-0' style='min-width: 300px; min-height: 600px;'>
 <script>
 googletag.cmd.push(function() { googletag.display('div-gpt-ad-1685987668152-0'); });
 </script>
</div>"

"
<div id='div-gpt-ad-1685987555582-0' style='min-width: 728px; min-height: 90px;'>
 <script>
 googletag.cmd.push(function() { googletag.display('div-gpt-ad-1685987555582-0'); });
 </script>
</div>"

"
<div id='div-gpt-ad-1685988818626-0' style='min-width: 300px; min-height: 250px;'>
 <script>
 googletag.cmd.push(function() { googletag.display('div-gpt-ad-1685988818626-0'); });
 </script>
</div>"

TVS Apache RR310 [2020-2023] bike price starts at ₹254990. Check specifications, features, mileage, colours, variants, images, FAQs, news, reviews, and videos.

<div id='div-gpt-ad-1685987668152-0' style='min-width: 300px; min-height: 250px;'>
 <script>
 googletag.cmd.push(function() { googletag.display('div-gpt-ad-1685987668152-0'); });
 </script>
</div>

<div class="newsletter-bg">
		<div class="newsletter">
			<label> Subscribe to autoX Weekly Newsletter</label>		
		</div>
		<div class="main">
			<form id="frmWidgetNewsLetter" class="daily-newsletter-form">
				<input name="email" placeholder="your email address here" id="txtEmail" required="" type="email" autocomplete="off" >			
				<input name="submit" class="newsletterimg subscription-button" value="" type="submit">
				
				<div class="subscriptions-response" ></div>
			</form>
		</div>		
	 </div>

<div id='div-gpt-ad-1685987583233-0' style='min-width: 300px; min-height: 250px;'>
 <script>
 googletag.cmd.push(function() { googletag.display('div-gpt-ad-1685987583233-0'); });
 </script>
</div>

Start Type

TVS Apache RR310 [2020-2023]

Great sportsbike

Looks like a Ducati in red colour with a white stripe. Surprisingly for a sportsbike, the rider&#39;s position is very comfortable. My friend has bought this bike and says clutch is best as it is light. Sounds sporty too.

Comfy and sporty

I have bough this bike. Very good power and smooth engine. Worth the money paid. But the pillion's seat is a bit high for my wife. Otherwise very happy with my purchase.

TVS is great

The quality of TVS bikes is super. I am impressed with this new sportsbike. It's having a very sporty look, strong brakes and comfortable riding posture.

The all-new TVS Apache RR 310 is expected to go on sale in India on September 16, 2024.&nbsp;In its new iteration, the bike will likely remain unaltered except for new colours and winglets on the fairing.&nbsp;It is also expected to use the same engine, albeit with more power.&nbsp;According to industry reports, some dealers in India have commenced bookings&nbsp;for the updated Apache RR 310 at a token amount of Rs 5,000.&nbsp;With the launch approaching in a few days, let's look at what this updated <a href="https://www.autox.com/new-bikes/tvs/">TVS</a> machine can bring to the table.

Also Read:&nbsp;<a href="https://www.autox.com/news/bike-news/top-5-best-selling-two-wheeler-brands-in-august-hero-motocorp-honda-tvs-and-more-118323/">Top 5 Best-selling Two-wheeler Brands in August: Hero MotoCorp, Honda, TVS and More</a>

<h2>TVS Apache RR 310: Enhanced Power</h2>

While there has been no formal confirmation,&nbsp;we expect the motorcycle to churn out more&nbsp;power.&nbsp;Currently, the Apache RR 310's 312cc, single-cylinder, liquid-cooled engine&nbsp;produces a maximum power of 34bhp at 9,700rpm and 27.3Nm of peak torque at 7,600rpm.&nbsp;TVS is anticipated to make some internal tweaks to the mill to bring the&nbsp;updated&nbsp;RR 310's power closer to that of its sibling, the RTR 310, which has 35bhp.&nbsp;

<h2>TVS Apache RR 310: Features</h2>

<a href="https://www.autox.com/upcoming-tvs-bikes/">TVS's upcoming motorcycle</a>&nbsp;will likely include premium features such as cruise control and a cooled seat. However, these amenities may only be offered on higher-end models. Other significant features could be&nbsp;cornering ABS, quickshifter, cornering traction control, and wheelie control.&nbsp;Aside from that, the bike&nbsp;is expected to arrive in new hues and patterns to attract potential customers.

<h2>TVS Apache RR 310: Winglets</h2>

According to the first test images, the revised&nbsp;Apache RR 310 is expected to come with winglets on its side fairing,&nbsp;a feature commonly found on bigger, more powerful motorcycles.&nbsp;This will help to increase stability and decrease drag.

<h2>TVS Apache RR 310: Hardware</h2>

In terms of hardware,&nbsp;the bike will likely have an upside-down fork&nbsp;with gold-finished outer tubes and&nbsp;a preload-adjustable monoshock&nbsp;attached to a swingarm at the back. It could include disc brakes on both ends with dual-channel ABS for braking.&nbsp;

Also Read:&nbsp;<a href="https://www.autox.com/news/industry-news/tvs-motor-company-registers-14-yoy-total-two-wheeler-sales-over-370-lakh-units-sold-118266/">TVS Motor Company Registers 14% YoY Total Two-wheeler Sales, Over 3.70 Lakh Units Sold</a>

<h2>TVS Apache RR 310: Price</h2>

With several improvements, the upgraded version is likely to command a considerable premium over the existing model, which retails for Rs 2.72 lakh (ex-showroom).&nbsp;

2024 TVS Apache RR 310 India Launch on September 16: Expected Price, Design and More

With significant enhancements, the 2024 TVS Apache RR 310 is expected to command a considerable premium over the current model, which costs Rs 2.72 lakh (ex-showroom).

<a href="https://www.autox.com/new-bikes/tvs/">TVS</a> is set to introduce the updated Apache RR 310 in India on September 16, 2024.&nbsp;While we don't have any official details yet,&nbsp;the bike is expected to remain largely unchanged, with slight cosmetic tweaks, and more power. Currently, the 312cc, single-cylinder, liquid-cooled engine of the TVS&nbsp;Apache RR 310 produces 34bhp at 9,700rpm and 27.3Nm of peak torque at 7,600rpm.&nbsp;It is anticipated that these numbers will rise.&nbsp;In addition to the power increase,&nbsp;the motorcycle could pack upgraded features like cruise control, cornering ABS, cornering traction control, and wheelie control.

Also Read:&nbsp;<a href="https://www.autox.com/news/bike-news/updated-tvs-apache-rr-310-with-winglets-spotted-testing-india-launch-soon-118326/">Updated TVS Apache RR 310 with Winglets Spotted Testing, India Launch Soon?</a>

According to the first spy photographs that surfaced online a few days ago,&nbsp;the bike seems to have winglets, a feature normally seen on bigger, more powerful motorcycles. These aerodynamic elements improve steadiness and reduce drag.&nbsp;If TVS decides to add winglets to the Apache RR 310, it will be the first 310cc motorcycle in India with this distinguishing feature.&nbsp;Other than this, no major changes to the appearance are expected.

<h2>TVS Apache RR 310: Suspension and Other Details</h2>

The existing&nbsp;RR 310&nbsp;has a gas-charged monoshock and an inverted cartridge fork that is not adjustable.&nbsp;It features 300mm front and 240mm rear petal discs,&nbsp;and dual-channel ABS with adjustable sensitivity depending on the riding mode.&nbsp;The TVS machine has 110-section front and 150-section rear tyres&nbsp;that are shod with grippy Michelin Road 5 tubeless tyres. Other notable specs include 180mm ground clearance, an 11-litre fuel tank, and 174 kg kerb weight.&nbsp;

Also Read:&nbsp;<a href="https://www.autox.com/news/bike-news/top-5-best-selling-two-wheeler-brands-in-august-hero-motocorp-honda-tvs-and-more-118323/">Top 5 Best-selling Two-wheeler Brands in August: Hero MotoCorp, Honda, TVS and More</a>

The current TVS Apache RR 310 is offered in a single configuration,&nbsp;priced at Rs 2.72 lakh (ex-showroom, Delhi). It is available in two colours: Racing Red and Titanium Black. Although there is still some time for the launch, market reports suggest that the upgraded model with winglets and other potential changes&nbsp;may command a significant premium over its predecessor.&nbsp;

Updated TVS Apache RR 310 India Launch on September 16; Here's What to Expect

The updated TVS Apache RR 310 is expected to carry a considerable premium over its predecessor, which sells for Rs 2.72 lakh (ex-showroom, Delhi).

The first spy shots of the updated TVS Apache RR 310 bike have emerged, and it looks like the bike will come with winglets (on its fairing) upon its India launch. Aside from that, the upcoming Apache RR 310 is expected to receive the same&nbsp;312cc, single-cylinder, liquid-cooled engine as before, although with more power. The current TVS Apache RR 310 churns out&nbsp;34bhp at 9,700rpm and 27.3Nm of peak torque at 7,600rpm, while the Apache RTR 310's 312cc engine is capable of developing 35bhp at 9,700rpm and 28.7Nm of torque at 6,650rpm. The engine is mated to a 6-speed gearbox. The design of the new&nbsp;TVS Apache RR 310, however, will likely remain&nbsp;more or less the same.

Features-wise, the motorcycle could get some upgrades such as&nbsp;cornering ABS,&nbsp;cornering traction control and wheelie control, as well as cruise control. The suspension setup is expected to include upside-down front forks and a rear monoshock, while the stopping power should come from disc brakes.&nbsp;

Also Read:&nbsp;<a href="https://www.autox.com/news/industry-news/tvs-motor-company-registers-14-yoy-total-two-wheeler-sales-over-370-lakh-units-sold-118266/">TVS Motor Company Registers 14% YoY Total Two-wheeler Sales, Over 3.70 Lakh Units Sold</a>

Considering the abovementioned updates, the new&nbsp;TVS Apache RR 310 is expected to command a slight premium over the existing model, which is available at&nbsp;Rs 2.72 lakh (ex-showroom, Delhi). Upon launch expected next year, the bike will rival the&nbsp;<a href="https://www.autox.com/new-bikes/ktm/rc-390/">KTM RC 390</a>,&nbsp;<a href="https://www.autox.com/new-bikes/kawasaki/ninja-300/">Kawasaki Ninja 300</a>, and the <a href="https://www.autox.com/new-bikes/aprilia/rs-457/">Aprilia RS 457</a>.&nbsp;

In other news, <a href="https://www.autox.com/new-bikes/tvs/">TVS</a>&nbsp;sold&nbsp;2.89 lakh units last month, making it one of the top 5 best-selling two-wheeler brands in the country. The company outperformed <a href="https://www.autox.com/new-bikes/bajaj/">Bajaj Auto</a> and <a href="https://www.autox.com/new-bikes/suzuki/">Suzuki</a>, which delivered&nbsp;2.08 lakh units and&nbsp;87,480 units in August 2024, respectively. The same month witnessed the <a href="https://www.autox.com/news/bike-news/2024-tvs-jupiter-110-launched-at-rs-73700-in-india-gets-led-light-bar-new-engine-and-more-118143/">launch of the updated Jupiter 110</a>, which brings&nbsp;the scooter's first comprehensive update since its 2013 launch.

Priced from Rs 73,700 to&nbsp;Rs 87,250 (ex-showroom), the 2024 Jupiter 110 has&nbsp;a fresh&nbsp;design, more features, and&nbsp;a&nbsp;bigger 113.5cc&nbsp;single-cylinder engine with an integrated starter generator (ISG).&nbsp;Thanks to an&nbsp;'iGo Assist'&nbsp;performance boost, the 2024 Jupiter 110 delivers more&nbsp;power and torque than the outgoing version.&nbsp;

Also Read:&nbsp;<a href="https://www.autox.com/news/bike-news/top-5-best-selling-two-wheeler-brands-in-august-hero-motocorp-honda-tvs-and-more-118323/">Top 5 Best-selling Two-wheeler Brands in August: Hero MotoCorp, Honda, TVS and More</a>

TVS offers the new <a href="https://www.autox.com/new-bikes/tvs/jupiter/">Jupiter</a> in four variants and six colour options. In terms of market competition, the scooter&nbsp;goes against the <a href="https://www.autox.com/new-bikes/honda/activa-6g/">Honda Activa 6G</a> and the <a href="https://www.autox.com/new-bikes/hero/xoom/">Hero Xoom 110</a>.&nbsp;

<a href="https://www.instagram.com/p/C_k5LdxBPnx/?utm_source=ig_web_copy_link">Source</a>

Updated TVS Apache RR 310 with Winglets Spotted Testing, India Launch Soon?

The upcoming TVS Apache RR 310 is expected to get the same 312cc, single-cylinder, liquid-cooled engine like the current version, although with a slight power bump.

The bikemaker&nbsp;launched the One Make Championship in April this year. According to TVS, the&nbsp;goal of the tournament is to identify and nurture emerging racing potential throughout Southeast Asia.&nbsp;

<a href="https://www.autox.com/new-bikes/tvs/">TVS Racing</a>, India's first factory racing team with a forty-year racing legacy, has completed the first TVS Asia One Make Championship (OMC), marking yet another huge accomplishment in&nbsp;foreign territory.&nbsp;The TVS Asia OMC RR 310, which is based on the TVS Apache RR310, set several new performance records&nbsp;by clocking its maximum top speed of 211.2km/h and aiding the team in achieving its fastest lap time of 1:50.850 at Chang International Circuit.

Commenting on this&nbsp;historic event,&nbsp;Mr Vimal Sumbly, Head Business - Premium, TVS Motor Company, said, 'After dominating national championships across formats, TVS Racing has now made India proud on the global motorsports map by successfully concluding the first edition of TVS Asia One Make Championship (OMC) in Thailand. I am thrilled to announce that our TVS Asia OMC RR 310 clocked an astonishing 211.2 km/h, breaking its very own previous record by 9 km/h, helping us set the fastest lap time of 1:50.850 at the Chang International Circuit.'

The motorcycle underwent major upgrades, which allowed for its record-breaking performance. Modifications to the internal engine were just as important to the bike's efficiency as the suspension and engine braking aspects.

The TVS Asia One Make Championship took place in four countries. After the ARRC season, four tracks in Malaysia, Japan, Thailand, and Indonesia hosted the championship races. A total of sixteen riders competed in the tournament, and each of them raced on the&nbsp;<a href="https://www.autox.com/new-bikes/tvs/apache-rr-310/">TVS Apache RR310</a>, which was identically equipped for all riders.&nbsp;Vorapong Malahuan, the winner of both races in the last round of the recent championship, outperformed the other riders.&nbsp;

Also read:

<a href="https://www.autox.com/track-test/tvs-ronin-track-test-111717/">TVS Ronin, Track Test</a>

<a href="https://www.autox.com/reviews/bike-reviews/2021-tvs-apache-rr-310-review-first-ride-109987/">2021 TVS Apache RR 310 Review: First Ride</a>

TVS Apache RR 310 sets new record at Chang International Circuit

By holding the inaugural TVS Asia One Make Championship and becoming the first Indian manufacturer to achieve this feat on a worldwide scale, TVS Racing has established itself as a major player in the world of racing.

TVS and BMW Motorrad’s partnership gave us the BMW G 310 R, G 310 GS, and TVS Apache RR310, all of which are absolutely impressive motorcycles in their own rights. And now, both companies will together develop a brand new EV.

TVS Motor Company and BMW Motorrad have extended their partnership, and this time both the parties have confirmed that developing a new 2W EV (Two-wheeler electric vehicle) platform will be their top priority. Expect an all-electric two-wheeler from this joint venture in the next two years.

Sudarshan Venu, Joint Managing Director, TVS Motor Company, said, ‘The new world of future mobility encompasses a strong play through alternate solutions, including electric mobility. Expanding this successful partnership to EVs and other newer platforms will create opportunities to deliver advanced technology and aspirational products to global markets and bring valuable synergies to both companies.’

In the domestic market, TVS retails the iQube, which is positioned as an affordable electric scooter, and BMW has the CE 04 electric scooter on sale overseas. That said, BMW CE 04 is in fact an expensive electric scooter, which has been priced north of $10,000. The upcoming TVS-BMW product is likely to be pitched as a more affordable yet premium EV. TVS and BMW Motorrad have confirmed that the new product will be offered in India as well as&nbsp;global markets.

Dr Markus Schramm, Head of BMW Motorrad, said, ‘In light of our fruitful association with TVS Motor Company, we are delighted to extend and expand our cooperation agreement to include long-term partnership and joint development of new platforms and technologies, including electric vehicles.’

Also Read:

<a href="https://www.autox.com/news/bike-news/bmw-motorrad-india-sold-5000-units-in-2021-110469/" rel="bookmark" title="BMW Motorrad India sold 5,000 units in 2021">BMW Motorrad India sold 5,000 units in 2021</a>

<a href="https://www.autox.com/news/bike-news/2022-tvs-apache-rtr-200-4v-launched-at-rs-133-lakh-110394/">2022 TVS Apache RTR 200 4V launched at Rs 1.33 lakh</a>

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

TVS & BMW Motorrad partner up to develop electric vehicles

TVS’ and BMW Motorrad’s partnership gave us the BMW G 310 R, G 310 GS and the TVS Apache RR310 which are absolutely impressive motorcycles in their own right. Now, both the companies will together develop a brand new EV.

TVS Apache RR 310 city wise availability revealed

Earlier this month, TVS launched the much anticipated Apache RR 310 in India at Rs. 2.05 lakh (ex-showroom, pan-India). Now, the Hosur-based motorcycle maker has revealed the cities where the new bike will be sold.

TVS Apache RR 310 launched in India

Ever since it was first showcased as the Akula 310 concept at Auto Expo 2016, the production version of the 310cc sportsbike been one of the most anticipated motorcycles in India. The RR 310’s camouflaged prototype has been caught testing numerous times over the past two years.

Shivank thinks the 2021 TVS Apache RR 310 is the best sports bike that money can buy in India. And before you dismiss it as a mere opinion of a fanboy, hear him out.

There are a few things that are certain in life – death, taxes, and the launch of a new TVS Apache RR 310 every year. Honestly, I’m not kidding. Since its launch in 2017-18, the RR 310 has been updated every year – the first update came in 2019, which was followed by the 2020 model, and now keeping the family tradition alive is the 2021 version, which just has been launched.

So, why does TVS keep on updating the RR 310? Let’s answer that simply by stating some facts. The 2017-18 RR 310 always felt like an incomplete product – it was more of a prototype than a final production model. TVS refined the package in 2019, which made it better, but the issues weren’t completely gone. It wasn’t until the 2020 or BS6 update that TVS turned the corner and made the RR 310 a complete motorcycle – something that it should have had been in the first place.

When I got to know about the new 2021 version, I wasn’t expecting much – there was no way you could better the 2020 version, or so I thought. However, TVS has&nbsp;pulled a rabbit out of the hat with the latest iteration of the bike. And I must say that after riding the 2021 RR 310 recently, I’m in awe of what TVS has achieved with its flagship product. In fact, I’d go as far as to say that the 2021 <a href="https://www.autox.com/new-bikes/tvs/apache-rr-310/" target="_blank">Apache RR 310</a> is the best sports bike that you can buy in India. Unpopular opinion as it might be, but allow me to explain...

Change is the only constant

Three updates in three years is a clear indication of the fact that <a href="https://www.autox.com/new-bikes/tvs/" target="_blank">TVS</a> takes the feedback&nbsp;from its customers and critics&nbsp;quite seriously. Not to mention, the company is&nbsp;also quite quick on its feet in addressing the complaints and shortcomings of the product. The 2020 version was near perfect, but then it left some enthusiasts wanting more – it wasn’t aggressive or racy enough, they said.

<img alt="2021 TVS Apache RR310 racing colour" height="720" src="/uploads/2021/09/2021-TVS-Apache-RR310-racing-colour.jpg" width="1280" />

TVS decided to answer that by coming up with a unique ‘Built to Order’ initiative for the RR 310 in India (more products will be added later). Think of it as an online configurator, which allows you to pick and choose performance parts for your RR 310. However, and here is the interesting part, instead of being bolted on at your local dealer, those parts will be factory-fitted. The best thing is that TVS is offering some serious options here, including fully adjustable suspension, more aggressive riding position, and so on.

There are two performance kits on offer – Dynamic and Race. The Dynamic kit adds a fully-adjustable front fork (20-step compression &amp; rebound and 15mm pre-load adjustment) and a rear suspension (20-step rebound and 10-step pre-load), along with an anti-rust brass-coated chain. The Race Kit will get knurled and raised foot-pegs (by 30mm) and revised clip-on bars – lowered and pulled back by 8 and 5 degrees, respectively. On top of this, you can now have your RR 310 in a racy TVS Racing livery – it looks gorgeous in the flesh, trust me.

The standard version has also received some minor updates over the 2020 model. For instance, it gets a new exhaust (design + sound), digital storage for documents in the TFT display, overspeed indicator, dynamic rev limiter, and a day trip meter.

A World of a Difference

Now, the bike that we tested at the MMRT (Madras Motor Race Track) was the fully-kitted out version, which means it was fitted with both Dynamic and Performance kits. And those add-ons definitely enhanced the dynamic abilities of the motorcycle.&nbsp;

For the first session, we kept the suspension at its base setting of 10-10-10 for the front compression, front rebound, and rear rebound, respectively. These are the standard settings that the regular version of the bike comes with. Just like before, I didn’t find anything to complain about here – the RR 310, even in its supposedly neutral suspension settings, handles beautifully. It’s precise, predictable, sure-footed, and flows around corners beautifully. It’s a hugely forgiving machine too, so for learners, it’s a perfect tool for building confidence.

The revised ergonomics allow for a more focused riding position, but it’s in no way uncomfortable or wrist-breaking. Plus, while cornering hard, you no longer have to worry about scraping pegs, as there’s more clearance now. That said, I do wish the pegs were a little more rear-set. In some of the corners, like the C2 or the fast-flowing section between C6 and C7, I found myself grating my boot against the tarmac while leaning. A more rear-set setup would have helped. But then, you’ve to remember that 90% of the riders won’t ride the bike like that on public roads, and in that sense, the new riding position is just right.

<img alt="2021 TVS Apache RR 310 Review Adjustable Suspension" height="720" src="/uploads/2021/09/2021-TVS-Apache-RR-310-review-adjustable-suspension.jpg" width="1280" />

After three laps, we pulled back into the pits, and this time, the suspension was adjusted for racier settings: 2-8-2. Right&nbsp;off the bat, the difference was evident – the front end firmed up because of reduced compression damping, and there wasn’t excessive nose-dive under hard braking like it was in the base settings. However, the reduced rebound damping, especially at the rear, made the ride jarring while going over the&nbsp;undulations of the track. Sure, the bike felt fully dialed in, but it was a little too much for me, for I could feel every imperfection on the tarmac – the bike was simply too reactive to even the smallest bump on the track.

For the next session, I increased the front compression damping to 5 and the rear rebound to 4, without changing the front rebound. This made the whole riding experience much, much better. It was neither too firm nor squishy like the standard setup. Around fast-flowing corners, the stability was superb and confidence-inspiring – I even managed to get my knee down (yay!) at C10 without trying too hard.

I never thought that adjustable suspension is needed on a motorcycle like the RR 310, but the adjustability&nbsp;it brings to the whole setup is quite impressive. There’s a clear difference in the way the bike behaves. And the more time you’ll spend tinkering with the settings, the better results you’ll have, both on the track and the road. TVS says that an amateur rider can improve their lap time by 3 seconds with the right suspension adjustments. And it doesn’t just work one way either – on the road, you can also adjust the suspension to be plusher. It’s a great value addition. The whole point is that it introduces you to the subtle nuances of motorcycling – something that’s otherwise reserved for high-end machines.

In terms of engine performance, the bike is unchanged from the previous model. The 310cc is markedly refined, but it does buzz at higher rpm. The ride-by-wire throttle is crisp and peppy in track mode, and the engine never runs out of steam at any point in time. Between mid and high revs, like from 4,000rpm to 8,000rpm, it is the most responsive. What’s more, the new exhaust finally produces deep and bassy noises like that of the RTR 200 – a small but much-needed update.

The brakes offer strong bite just like before, and the ABS in track mode is less intrusive. But I still find the brake lever to be a little too long for my liking, and the feedback is also a bit mushy.

Verdict

<img alt="2021 TVS Apache RR310 performance" height="720" src="/uploads/2021/09/2021-TVS-Apache-RR310-performance.jpg" width="1280" />

TVS has simply outdone itself in coming up with the 2021 RR 310. It has created a product that’s too hard to be faulted. And that’s why I said in the beginning that it’s the best sports bike that you can buy in India. Think about it. The RR 310 is simply gorgeous. You can ride it virtually every day. The engine has more than enough poke for all occasions. It’s packed to the brim with features. And now, with the introduction of adjustable suspension, it now feels right at home on the racetrack. Plus, it can also happily double up as a comfy sports tourer.&nbsp;I can vouch for this, for I have done multiple over 1,000-kilometre rides on the original RR 310 – it’s comfortable and supremely enjoyable. Tell me which bike can do all of this? Really, it’s the range of abilities of the RR 310 that none of its rivals can match.

Sure, <a href="https://www.autox.com/news/bike-news/2021-tvs-apache-rr310-launched-at-rs-260-lakh-109973/">it has become a little more expensive – the base price is up by 5,000 </a>– but the kit that’s on offer is priced quite reasonably. The 2021 TVS Apache RR 310, then, is all things to all people.

Having said that, I’d like to add that it isn’t yet the best version of the Apache RR 310, and you shouldn’t buy it. I say wait for the 2022 update, for TVS will definitely find some way or the other to better it and make us critics look silly again. Right, TVS?

[tabs]

[tab title="2021 TVS Apache RR 310"]

Engine: 312cc / Single-Cylinder / Liquid-Cooled

Transmission: 6-Speed

Power: 33.5bhp @ 9,700rpm

Torque: 27.3Nm @ 7,600rpm

Price: ₹2.59 lakh (Ex-showroom)

Dynamic Kit: ₹12,000

Race Kit: ₹5,000

TVS Racing Livery: ₹4,500

X-Factor:&nbsp;Race-bike, sports tourer, comfy commuter and what not – the 2021 Apache RR 310 is everything rolled into one.

<table cellpadding="1" cellspacing="1">
	<tbody>
		<tr>
			<td>
			Pros &nbsp;&nbsp; &nbsp;&nbsp;&nbsp; &nbsp;&nbsp;&nbsp; 
			• Most complete sports bike in India

			• Optional Kits 
			</td>
			<td>
			Cons 
			• Pricey

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

[/tab]

[/tabs]

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

Also read,&nbsp;

<a href="https://www.autox.com/reviews/bike-reviews/2020-apache-rr-310-vs-2017-rr-310-comparison-108080/">2020 Apache RR 310 vs 2017 RR 310: Comparison</a>&nbsp;

<a href="https://www.autox.com/news/bike-news/2021-tvs-apache-rr310-vs-2020-ktm-rc390-spec-comparison-109978/">2021 TVS Apache RR310 vs 2020 KTM RC390: Spec comparison</a>

2021 TVS Apache RR 310 Review: First Ride

Shivank thinks the 2021 TVS Apache RR 310 is the best sports bike that money can buy in India. And before you dismiss it as a mere opinion of a fanboy, hear him out, as he backs his opinion with some hard facts.

On the face of it, it’s the same old Apache RR 310, just with a BS-VI update. But after taking the new version out for a spin, we couldn’t help but be surprised by its transformation!

If there’s a motorcycle that makes me feel like a veteran auto journo, it’s the TVS Apache RR 310. And I say that because, in just over three years (of my five-year career), I’ve seen and reviewed three versions of the motorcycle. And I also happen to own the first and original version from 2017. It makes me feel like I’ve been around for a long time – making me, unarguably, an expert on the matter.&nbsp;

Jokes aside, the Apache RR 310 receives updates quicker than a politician changes their stand these days. And this brings us to the latest version, or the 2020 Apache RR 310.

Now, the new model is the BS-VI compliant version, which was necessary. But there’s more to it. In fact, there’s a heck of a lot more to it! We managed to get our hands on one recently, but instead of treating it as just another new bike, I’ve decided to review this new motorcycle from the perspective of an existing owner.

New Skin 
There’s no change in terms of design, and I’m perfectly fine with that. The RR 310 is an astonishing looking motorcycle as it is – a perfect combination of style and elegance. Why fix something that isn’t broken?&nbsp;

<img alt="2020 TVS Apache RR 310 Static" src="/uploads/2020/02/2020-TVS-Apache-RR-310-static.jpg" style="width: 642px; height: 336px;" />

However, to make it look ‘2020,’ there’s a new dual-tone paint job on offer – titanium black, to be precise. It looks very good in person, but that loud Apache moniker doesn’t really suit my tastes. In the new model, the party piece is the new 5-inch colour TFT display, which replaces the digital console of the old bike. It’s vibrant and lag-free. Not to mention, it’s packed to the brim with features – there’s Bluetooth connectivity for your smartphone, turn-by-turn navigation, on-board diagnostics, call alerts, and the works. Compared to the old bike, the new display is miles ahead.&nbsp;

Power Control 
The powertrain is the same 312cc single-cylinder motor, but it’s now BS-VI compliant. Is there a drop in power output? Well, yes, there is! In fact, there’s a big drop – when you pick up your spanking new bike from the showroom, it’ll only have around 26 horses as opposed to 34 horses in the previous version!

That’s right, but there’s a catch. You see, the RR 310 now comes with a ride-by-wire throttle, which allows the bike to have four different riding modes – Track, Sport, Urban, and Rain. The riding modes can be swapped-on-the-fly via controls on the switchgear, and it’s quite intuitive. In Urban and Rain mode, the engine is restricted to 25.5bhp and develops 25Nm of torque, while in Track and Sport mode, the motor is fully unleashed to deliver 33.5bhp and 27.3Nm – and this means that the power and torque outputs of the BS6 version are essentially the same.&nbsp;

But, wait, there’s still more to it. You see, the other two modes – Track and Sport – can only be activated by the service centre once the running-in period is over, which TVS says is any time after you complete 1,000 to 1,500 kilometres. So, what this means is that all new bikes will only have Urban and Rain mode at the time of the sale, with a restricted power output. And don’t you think that TVS is trying to pull a Volkswagen here. The company has homologated the motorcycle for both power outputs, meaning that even in unrestricted modes, the engine meets the BS6 emission norms.

<img alt="2020 TVS Apache RR 310 Colour Display" height="336" src="/uploads/2020/02/2020-TVS-Apache-RR-310-colour-display.jpg" width="642" />

Coming to the performance, it’s more or less unchanged – strong mid-range followed by an even stronger surge of power towards the top-end. However, in comparison to the old bike, the new version is much more refined – the throttle response is super crisp and there are hardly any vibrations at idle. It’s only when you cross 7,000rpm that it starts buzzing a bit.&nbsp;

Overall, though, it feels much better. I also have to say that in Track mode, the throttle response is a bit snappier and more responsive. The bike now feels more aggressive during hard riding, which I quite enjoyed around the racetrack. Like in the old bike, the six-speed gearbox is smooth and also comes clubbed with a slipper clutch.

Dancing Shoes 
The chassis, brakes, and suspension remain unchanged. But it’s got a new pair of shoes. Instead of the Michelin Pilot Sporty tyres of the old bike – which were heavily criticized for their lack of ‘feel’ and grip by owners – the new RR 310 comes shod with Michelin Road 5 tyres. And they make a world of a difference!&nbsp;

<img alt="2020 TVS Apache RR 310 Side View" src="/uploads/2020/02/2020-TVS-Apache-RR-310-review.jpg" style="width: 642px; height: 336px;" />

The Road 5 showcase the true potential of the RR’s chassis. You can now push the bike harder around corners, and it just grips and sticks to the tarmac without throwing any surprises. In fact, it feels a lot more stable and confident during quick direction changes. Because of grippier rubber, there’s more feedback from the brakes, too. The ABS is less intrusive than before, and that’s because it’s been calibrated differently for different riding modes. The improved grip levels are also a factor.

<img alt="2020 TVS Apache RR 310 Rear Side" src="/uploads/2020/02/2020-TVS-Apache-RR-310-rear-side.jpg" style="width: 642px; height: 336px;" />

An owner’s take 
I don’t want to sound like a biased owner, but I’ve never really said anything bad about the RR 310 – I’ve always loved it for the kind of all-round performance and utility it offers. That said, I absolutely hated the engine vibrations in my bike, and I’ve been quite vocal about that. The thing is, TVS has carefully listened to owners’ inputs and has addressed them. And while it usually takes other manufacturers 5 to 6 years to iron out such glitches, TVS has done that in just over two years!&nbsp;

Put simply, the 2020 Apache RR 310 is what the original bike should have been in the first place. More importantly, it only commands a premium of just 12,000 rupees over the outgoing model. And that’s the only thing that infuriates me – I wish I could have waited a little longer to buy the 2020 RR 310. &nbsp;

 
[tabs]

[tab title="2020 TVS Apache RR 310"]

Engine: 312cc / Single-Cylinder / 4 Valves / Liquid-Cooled

Transmission: 6-Speed

Power: 33.5bhp @ 9,700rpm

Torque: 27.3Nm @ 7,600rpm

Price: ₹2.40 lakh (Ex-showroom, Delhi)

X-Factor: The 2020 Apache RR 310 is what the original bike should have been in the first place – it’s more complete than ever!

Pros &nbsp; &nbsp; &nbsp; &nbsp; &nbsp;&nbsp; 
• Perfect all-round sportsbike 
• Stunning design

Cons 
• Too early to say

[/tab]

[/tabs]

Also read,&nbsp;

<a href="https://www.autox.com/news/bike-news/tvs-apache-rr-310-bs6-launched-at-rs-240-lakh-107211/">TVS Apache RR 310 BS6 launched at Rs. 2.40 lakh</a>&nbsp;

<a href="https://www.autox.com/long-term-reports/tvs-apache-rr-310-long-term-review-february-2019-105483/">TVS Apache RR 310 Long Term Report: February 2019</a>

https://www.youtube.com/watch?v=B-rINQiB6Ws

2020 TVS Apache RR 310 Review: First Ride

Not only the 2020 iteration of the TVS Apache RR310 gets updated to meet the stringent BS-VI emission standards, but also there are a number of essential updates to it, making the flagship TVS more desirable and fetching.

Not-so-old wine in a not-so-new bottle, the 2019 TVS Apache RR 310 is a significantly improved product over its still-fresh predecessor.

Midlife makeovers are commonplace in the automotive industry. Usually, a product has a lifecycle of around 7 years, post which it’s replaced by a ‘next-gen’ or an ‘all-new’ version. This means that, normally, mid-life updates come in not before two-and-a-half to three years after a product’s launch. But not so in the case of the TVS Apache RR 310!&nbsp;

TVS has decided to rush things a bit, and has launched the 2019 version of their most premium offering only a year-and-a-half after its market launch. Why? Well, some not-so-positive customer feedback in terms of the bike’s refinement – as a result of which, they’ve seen lower-than-expected sales. TVS, however, claims that the Apache RR 310 is the best-selling fully faired motorcycle in the segment. Either way, the fact is that the TVS Apache RR 310 has now been updated – and the new version is already on sale.

What new bits, again?

<img alt="TVS Apache RR 310 Static" src="/uploads/2019/05/2019-TVS-Apache-RR-310-static2.jpg" />

On the face of it, there doesn’t appear to be much! The 2019 Apache RR 310 is mechanically identical to the outgoing model, save for the addition of a slipper clutch – which, incidentally, can be retrofitted on the outgoing model as well.&nbsp;

Additionally, you also get a new gloss-black paint scheme with white racing stripes running across the bodywork. The other colour option is red, which remains unchanged. Matte black is not available anymore. The price has gone up by `3,000 – the TVS Apache RR 310 now carries a price-tag of `2.27 lakh (ex-showroom, Delhi). For the most part though, the motorcycle remains largely unchanged.

That sounds quite insignificant, but... 
…there’s more to it. A new paint job or the addition of a slipper clutch may sound underwhelming at first, but TVS has been silently improving the TVS Apache RR 310 over the past few months based on the feedback from its customers. A couple of weeks ago, TVS rolled out free updates for existing RR 310 bikes, which included an ECU update, beefier bar-end weights and a new chain roller. According to TVS, the ECU update improves low-end power delivery, the thicker bar-ends negate handlebar vibrations and the updated chain roller reduces chain noise, and also enhances its life.&nbsp;

According to TVS, all these minor changes result in an improved package. Additionally, the inclusion of a slip-and-assist clutch is said to have made the powertrain – the gearbox, to be precise – more refined and smoother. But do these changes really make a difference in the way that the new bike rides and feels. Well, TVS invited us to the Chennai racetrack to find out.&nbsp;

So, is it any better? 
Let’s begin with the new gloss black paint. I, for one, definitely prefer the new gloss finish over the matte black of the original. Sure, the matte finish gave the TVS Apache RR 310 a stealthy look, but this new colour scheme – with contrasting white stripes – has an unmistakable sheen, and it stands out. Also, having lived with a matte black RR 310 for over a year – it was a part of our long-term fleet – I can tell you that it requires a little extra effort to maintain its lustreless shine on a day-to-day basis. So, if you don’t have expertise in bike detailing, or are just plain lazy, the gloss paint finish is definitely a welcome change.

<img alt="TVS Apache RR 310 Engine" src="/uploads/2019/05/2019-TVS-Apache-RR-310-engine.jpg" />

In terms of the riding experience, the updated TVS Apache RR 310 definitely feels a lot smoother. Sure, the 312cc single-cylinder motor still springs to life in a gruff manner, but once you open the throttle, it becomes smoother. However, you can still feel some handlebar vibrations, but the body panels, especially the tank, are properly bolted together. On our test bike, I couldn’t hear them rattling, which sadly wasn’t the case with our long-term bike.

Performance wise, the engine’s behaviour is exactly the same as before. Great low-end torque with a flat midrange, followed by a very, very strong top-end. Out on the track, this really works well because when you’re on the gas, you don’t really have the time to think about vibrations, for the engine keeps you entertained with its seamless torque delivery. Not to mention the fact that the RR 310 felt aggressively fast on the tight layout of the Chennai racetrack.

Attacking corners on the TVS Apache RR 310 continues to be a thoroughly enjoyable affair. Thanks to its top cycle parts – a trellis frame, beefy 41mm Kayaba front fork and a mono-shock at the rear – the RR 310 has always been a fun and forgiving motorcycle, especially when ridden hard. Thankfully, that hasn’t changed with the new bike. The fun factor is still intact and the composure with which it leans in and out of corners is definitely praiseworthy.&nbsp;

Having said that, it’s still not a pure track tool. While the suspension feels taut, you can sense it’s not firm enough for hardcore track riding. The Michelin tyres aren’t cut out for track riding as well – when pushed hard, feedback from the wheels is quite inert. They grip well in normal riding conditions though. And, having done one too many long-distance rides on the old bike with the very same tyres, I’d say that they are quite good in the real world. But, on a racetrack, they aren’t the best option for the RR 310.

<img alt="Apache RR 310 Motion View" src="/uploads/2019/05/2019-TVS-Apache-RR-310-motion.jpg" />

The brakes are still very strong, but the front lever lacks feedback, and I find it to be a bit too long. On the track, the braking performance was quite impressive though. For instance, C2 at MMRT is a tight right-hander, and you enter it with a lot of speed. With the TVS Apache RR 310, I could brake really hard, load-up the front nicely – thanks also in part to its slightly softer front setup – and then take the desired line while hitting the apex like a seasoned racer. It’s a very enjoyable exercise. That said, the riding posture is still very much like a sport-tourer with forward-set foot-pegs, which also means that you run out of clearance very easily.

What about the ‘race tuned’ slipper clutch? 
It works very well, and you don’t necessarily have to be a racer to figure this out. The downshifts are super smooth, especially when you drop the cogs hard before entering a corner. No wheel hopping, no fishtailing and no back breaking jerk. I remember going down from 5th to 3rd gear around a corner in a very clumsy manner, but the slipper clutch did its job to keep the rear wheel grounded.

Apart from canyon carving, the slipper clutch makes the clutch action lighter by around 20% in the TVS Apache RR 310, according to TVS. So, it’s likely to be quite helpful during city rides. We, however, aren’t in a situation to comment on its stalling issues, something which we regularly faced with our long-term bike in the past. We can only comment on it when we get to ride the new motorcycle in city traffic.

Verdict 
There’s no denying that the Apache RR 310 is more or less unchanged. To be brutally honest, the riding experience is largely unchanged – even the addition of a slipper clutch doesn’t make a world of a difference to the way it rides. However, the new version definitely feels a lot more refined and smoother thanks to the updates. And special props to TVS for ironing out these small niggles in such a short time.

However, for the next update, can we finally do something about that exhaust note? Perhaps add more bass and oomph to go along with the exotic look of the motorcycle? I know TVS is listening – and I’m counting on them to bring in yet another mid-cycle update very soon. &nbsp;

[tabs]

[tab title="2019 TVS Apache RR 310 "]

Engine: 312cc / Single-Cylinder / 4 Valves / Liquid-Cooled

Transmission: 6-Speed

Power: 33.5bhp @ 9,700rpm

Torque: 27.3Nm @ 7,700rpm

Price:&nbsp;₹2.27 lakh (Ex-showroom, Delhi)

X-Factor:&nbsp;Continues to be great value for money. Plus, it’s more refined &amp; smoother than before.

<table cellpadding="1" cellspacing="1">
	<tbody>
		<tr>
			<td>
			Pros &nbsp;&nbsp; &nbsp;&nbsp;&nbsp; &nbsp;&nbsp;&nbsp; 
			• Ride &amp; handling 
			• Punchy powertrain
			</td>
			<td valign="top">
			Cons 
			• Needs better tyres 
			• Uninspiring exhaust note

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

[/tab]

[/tabs]

Also read,

<a href="https://www.autox.com/news/bike-news/updated-2019-tvs-apache-rr-310-launched-at-227-lakh-106020/">Updated 2019 TVS Apache RR 310 launched at ₹ 2.27 lakh</a> <a href="https://www.autox.com/long-term-reports/tvs-apache-rr-310-long-term-review-february-2019-105483/">TVS Apache RR 310 Long Term Report: February 2019</a>

<a href="https://www.youtube.com/watch?v=bh-mTbkutMc">https://www.youtube.com/watch?v=bh-mTbkutMc</a>

TVS Apache RR 310 Review, First Ride

The 2019 edition of the TVS Apache RR 310 is a petite update for the original motorcycle. The new version is more refined and smoother than the predecessor. And with the addition of a slipper clutch, the clutch action is lighter too.

Upcoming MG Windsor EV Pro to Get Bigger Battery Pack, Here’s What Else to Expect

Audi Cars to Get Costlier in India by Up to 2% From May 15

Jeep Wrangler Willys '41 Special Edition Launched in India; Priced at Rs 1.59 Lakh More Than the Rubicon

Petronas TVS Racing Competes in INRC 2025 with Dakar-Inspired Upgrades

Tata Altroz Facelift Teased Ahead of Upcoming India Launch, Shows Exterior and Interior Design

F1 Miami Grand Prix: Piastri Leads McLaren 1-2 in Florida as Russell Completes Mercedes-Powered Podium

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.

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.

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.

<table cellpadding="1" cellspacing="1">
	<tbody>
		<tr>
			<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?

TVS Apache RR310 [2020-2023]

Find the Cars of your Choice

Videos