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<p>Audi India&nbsp;Pvt Ltd established itself in 2007 as a division of&nbsp;<a href="https://www.autox.com/new-cars/volkswagen/" title="Volkswagen">Volkswagen</a>&nbsp;Group Sales India with headquarters in Mumbai. This marked the entry of the legendary German carmaker in India with the aim of tapping the growing demand for luxury vehicles. Audi Gurgaon became the first authorised Audi dealership in the country, opened by the Zenica Group on 12th January 2007.</p>

<hr />
<p>The first Audi cars in India were the&nbsp;A4&nbsp;and the&nbsp;A6, assembled locally at the Aurangabad facility of&nbsp;<a href="https://www.autox.com/new-cars/skoda/" title="Skoda">Skoda</a>&nbsp;Auto India Private Limited (SAIPL). As of May 2018, new Audi cars such as&nbsp;the A3 Sedan, A4, A6 and the&nbsp;Q3,&nbsp;Q5&nbsp;and&nbsp;Q7&nbsp;were produced at the Aurangabad plant. In 2008, supercar enthusiasts in the country tasted blood as Audi launched its&nbsp;R8&nbsp;supercar in India with the V8 configuration. The V10 model was introduced later in 2011.</p>

<p>The range of all Audi cars in India consists of the A3,&nbsp;A3 Cabriolet, A4, A5 Sportback,&nbsp;A5 Cabriolet, A6, A8L, Q3, Q5, Q7,&nbsp;S5 Sportback, TT Coupe, RS5 Coupe,&nbsp;RS6, RS7, R8 and the R8 Spyder which also form the company’s 2018 product line-up.</p>

<p>As of May 2018, Audi India has set up more than 60 sales and service touchpoints across the country. With an ever-expanding product portfolio and the growing love for SUVs among the Indian masses, future Audi car models are expected to give the company further growth and even higher sales figures in the coming years.</p>

<p>Audi car prices start from around 31 lakh rupees for the 2018 A3 sedan and go up to a whopping 3 crores for the R8 V10. Audi car price listings can be found on the website of&nbsp;<a href="https://www.autox.com/" title="autoX">autoX</a>.</p>


<p><em>Audi says the new A6 is the most technologically advanced machine in its segment. Now that’s a pretty bold statement. We take it for a spin to find out...</em></p>

<p>Traditionally, the Audi A6 has always struggled against the BMW 5 Series and Mercedes-Benz E-Class. For buyers, it’s been a straightforward choice. If you want comfort, then the three-pointed star is the obvious choice. And if you love being in control of your luxury sedan, and enjoy driving, then it’s the Bavarian beast from Munich.</p>

<p>Audi has, therefore, found it hard at times to extol the virtues of this particular model. And that’s why Audi’s best selling sedan is the A4, while for Mercedes and BMW it’s always been the E-Class and 5 Series respectively. But Audi, being the number one luxury carmaker in the country, is now set to shake up the Stuttgart-Munich hegemony – if not shatter it completely. So, there’s a lot riding on the 2015 Audi A6 Matrix. The name may sound like a gimmick, but let’s keep an open mind – shall we?</p>

<p><img alt="Audi A6 Matrix Speedometer" class="alignleft size-full wp-image-55588" src="/uploads/2015/08/audi-a6-matrix-pic3.jpg" style="width: 642px; height: 336px;" /></p>

<p>Audi has confidently announced that the new A6 Matrix is the most technologically advanced car in its segment. Now that’s a pretty strong statement, given the sort of the competition it faces. So we decided to decipher this claim by getting behind the wheel. I must admit that the nip-and-tuck job has done wonders for the A6, as it looks refreshed and sharper in design. It gets the 3D front grille, which we saw in the Q3 a couple of months ago when we drove it in Goa – and it certainly does wonders for the stance of the A6. And, let’s face it, an ego boost is respect gained in this uber class! Audi wanted to make sure that the A6 has compelling road presence, and there’s nothing better than having S-Line front and rear bumpers, as well as muscular wheel arches with 18-inch alloy wheels. And Ingolstadt has managed to balance brawn with class, as this is where the sleek new Matrix LED headlights come in. So, what’s so special about it? Apart from being full LEDs, each lamp individually adjusts its light beam when it detects oncoming cars. And so it doesn’t blind anyone. This smart piece of technology is available in Audi’s high-end models like the R8, A8, TT and the RS siblings – the RS6 and RS7. This is the first time that Matrix LED headlights are being offered on a mainstream model as a standard feature. Now moving on two more very cool features, which don’t need a nerdy spiel – the slow, yet dramatic, swipe of the turn indicators, and the re-designed flatter, wider and more sporty twin exhausts.</p>

<p><img alt="2015 Audi A6 Matrix Interior" class="alignleft size-full wp-image-55580" src="/uploads/2015/08/audi-a6-matrix-pic5.jpg" style="width: 642px; height: 336px;" /></p>

<p>The A6’s cabin is predominantly beige, which gives it an airy feel. The dark brown dashboard comes with beautifully crafted wooden inlays, which run across the door panels as well. The new infotainment system, or the MMI system, is more intuitive while the display is a lot crisper. Good news for all music lovers, the system now comes with 10GB of memory space. So you can play your favourite tunes in the Bose sound system and let the 14 speakers hit the “are you crazy” level. Sing Hallelujah everyone, the A6 now comes with a USB port, which makes it easier to charge your phone or hook up your music device. The centre console comes with a touch pad, which lets you scan radio stations, playlists, and even maps. The 8-inch multimedia screen is easy to use and can be paired to your smart phone – Android or iOS. It also gives you the option to use voice command functions.</p>

<p>A lot of attention has been given to the comfort and safety of rear-seat passengers. The A6 comes with 8-airbags – so you’re pretty well protected no matter where you’re seated. You can also control the front passenger seat from the back to increase rear legroom. There’s also a remote for the rear passengers to control the infotainment system, which is extremely useful.</p>

<p><img alt="New Audi A6 Matrix Side Profile" class="alignleft size-full wp-image-55582" src="/uploads/2015/08/audi-a6-matrix-pic7.jpg" style="width: 642px; height: 336px;" /></p>

<p>Don’t be deceived by the 1,968cc engine – we assure you that it’s a brand new inline four-cylinder diesel. The power output has been increased by 7%, and it now makes 188bhp. But the more significant new addition is the all-new 7-speed dual clutch transmission, which replaces the CVT. Step on the gas, and it accelerates smoothly. This is a bit deceptive though, as you feel as though the car isn’t very fast till you see the speedometer and realise that you’re actually cruising comfortably at over the three-digit mark. That’s when you become conscious of what the A6 is capable of, and slowly ease off the pedal. It also comes with paddle shifters. So, with the new gearbox, the A6 is now more eager to indulge in short acceleration bursts – so just downshift and let it whisper with the wind.</p>

<p><img alt="2015 Audi A6 Matrix Front Three Quarter" class="alignleft size-full wp-image-55584" src="/uploads/2015/08/audi-a6-matrix-pic9.jpg" style="width: 642px; height: 336px;" /></p>

<p>The A6 comes with Audi Drive Select, which lets you choose what mode you’d like to drive in – Comfort, Dynamic, Auto and Individual. What makes this feature more significant is the adaptive suspension, which now comes standard. This lets you adjust the ride height of the car based on the road conditions. The A6 Matrix is definitely the most fully loaded sedan in its segment, and is available at `49.50 lakhs (ex-showroom, Delhi and Mumbai). Well, it’s certainly is worth it. The new engine’s refinement levels are impressive, and so is its increased power and torque. The cabin is very luxurious and the additional features for rear passengers are a smart move. Technology wise, its Matrix LED headlights are class-leading. It’s a great all-rounder, has fabulous interiors, and its diesel variant is frugal. For now, it looks like the A6 can potentially take the lead in this hard-fought segment!</p>

<p>[tabs]<br />
[tab title="Audi A6 Matrix"]</p>

<p><strong>Engine:</strong> 1,968cc / In-line 4-Cylinders / 16 Valves / Turbocharged</p>

<p><strong>Transmission:</strong> 7-Speed DCT / Front Wheel Drive</p>

<p><strong>Fuel:</strong> Diesel</p>

<p><strong>Power:</strong> 187bhp @ 3,800-4,200rpm</p>

<p><strong>Torque:</strong> 400Nm @ 1,750-3,000rpm</p>

<p><strong>Price:</strong> Rs. 49.50 lakhs (Ex-showroom, Delhi)</p>

<p>[/tab]<br />
[/tabs]</p>


Audi A6 Matrix Review, Test Drive

With the Audi A6 Matrix, the carmaker is hoping to shake up the luxury saloon segment by offering a well-loaded package at a decent price. And yes, it comes with Audi's Matrix LEDs as well. Read the full review here.

<p><strong><em>Audi is celebrating its success in India with a limited edition Audi A6.&nbsp; We take it for a spin to check out its technology.&nbsp;</em></strong></p>

<p>It’s been nearly six years since Audi India set up shop, and within that time the Audi&nbsp;A6 alone has managed to sell over 6,000 units for the German carmaker. For the Indian luxury market that’s quite an achievement. In fact, sales of Audi’s entire model lineup have been growing faster than any other luxury carmaker in the country. Even in China, Audi sells more cars than their main rivals – BMW and Mercedes-Benz. And because the Chinese market has much greater volumes than India, they build special models suited to the demands of the Chinese customer. The Indian market too is now of some significance, and Audi has acknowledged the growing needs and demands of the Indian luxury consumer. So, for the first time, just as they did with our neighbours to the East, India will also get a special edition from Audi – and what better car to initiate this trend than the Audi A6.</p>

<p>We were invited to Jaipur to celebrate Audi’s achievements in India, and to also get a first-hand look at the new Audi A6 Special Edition. Essentially the Special Edition is loaded with features taken from the larger A8. Audi understands than their cars are mostly chauffeur driven, so the new features focus primarily on the passengers in the rear. However, the most exciting addition is the Adaptive Air Suspension with Audi Drive Select.</p>

<p><img alt="Audi A6 Gear Lever" class="alignleft size-full wp-image-14150" src="/uploads/2013/06/driven-audi6-june-2013-pic3.jpg" style="width: 700px; height: 375px;" /></p>

<p><br />
We drove the 2.0 litre TDI, which is not the most exciting engine – with the same specifications as the standard Audi A6. But it was potent enough to let us test out the new suspension with Audi Drive Select. There are 4 modes – Dynamic, Comfort, Individual and Automatic. When in Automatic mode, the car adapts to the current driving conditions – including the driving style and the road conditions. The Audi Drive Select controls the engine, transmission, steering and suspension – all of which the driver is free to setup in Individual mode. We started the drive in Comfort, and, in this mode, the car is very relaxed to drive. The throttle response is quite mellow, and the steering is very light. Ride height is a little higher, and the suspension is softer. With a quick and seamless change to Dynamic, you notice the differences immediately. The steering response is more immediate, as is the throttle response, and the suspension is more firm. This is definitely the best mode to be in if you like to drive. You can liven up your driving experience even more if you switch the 8-speed automatic transmission into Sport mode – at which point the engine revs higher, and allows you to accelerate faster with the gearbox aiding engine response.</p>

<p>On the inside, the first thing you notice is the touchpad for the MMI (Multimedia interface), which is also found on the A8. It allows the driver to control the system with ease. Another feature that works extremely well is the 4-zone air conditioning. It was a very hot day in Jaipur, as you can imagine during this time of the year, but we still had to turn the air-conditioning down because it became quite cold in the cabin. There are also air-conditioning vents in the rear, of course, and the passengers sitting at the back can control the settings of the air-conditioning. There is also a remote control located in the rear seat armrest, which can be used to control the MMI. The rear seat passenger can also adjust the front passenger seat to provide an adequate amount of legroom. This feature has been brought over from the Audi A6L in China, and is also found in the A8 in India.</p>

<p><img alt="Audi A6 Music System " class="alignleft size-full wp-image-14153" src="/uploads/2013/06/driven-audi6-june-2013-pic4.jpg" style="width: 700px; height: 375px;" /></p>

<p>The Special Edition Audi A6 gets a 14-speaker Bose Surround Sound System that sounds pretty awesome. Additional features include side airbags at the rear and a comfort key. There are no sheet metal differences between the current A6 and the special addition, but the only exterior difference is the use of LED headlights that have a lifespan of 10,000 hours.</p>

<p>With all this technology fitted to the Audi A6, it seems like Audi is intensifying its stance in the luxury car wars that are currently prevailing between the three German brands in India. And while the intense competition may be affecting the bottom line of the carmakers, it’s providing more options for customers – and that’s what we like to see. The Audi A6 Special addition will be available with an introductory price of `46.33 lakhs, ex-showroom Delhi – but only for a limited period.</p>


Audi A6 Review, Test Drive

To celebrate their recent achievements in the Indian market, Audi has now introduced the special - albeit, limited - edition of the A6. We flew to Jaipur to take this luxury sedan for a spin.

Audi A6 [2015-2019] price starts at ₹ 5001000. Check specifications, features, mileage, colours, variants, images, FAQs, news, reviews, and videos.

Secret Beaches of Goa: A Drive In An Audi A6

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Audi

Audi A6 [2015-2019]

BMW is better

<p>I always prefer a BMW, and 5-Series is the best. BMWs drive really well. In Audi company, I like only TT and R8 supercar. All other cars in the range are not to my liking.&nbsp;</p>


Excellent comfort

<p>Rear seat comfort is excellent. And climate control is there for rear occupants. Leather upholstery is fantastic and I found that AC cools the cabin so quickly.&nbsp;</p>


New model looks nice

<p>2019 A6 looks very modern and stylish. In all luxury cars, I think I would prefer this one. Features are definitely going to be good. And engines offered also will be powerful.&nbsp;</p>


RightHandDriving

1968 CC

3993 CC

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The Kylaq, i20 N Line, & Fronx Turbo have all the ingredients to classify as a ‘hot hatch’ for the masses, but which one can truly be called the best?

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

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

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

    
  
    
  


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

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

    
  
    
  


<h2>So, what’s under the hood?</h2>

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


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

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

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

    
  


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

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




<p>[tabs]</p>

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

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

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

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

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

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

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

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

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

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

<p>[/tab]</p>

<p>[/tabs]</p>


Ferrari 12Cilindri Spider First Drive Review: Versatility in Verde

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

<p>&nbsp;</p>

<p>[tabs]</p>

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

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

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

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

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

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

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

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

			<p>•&nbsp; Smart Design</p>

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

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

<p>[/tab]</p>

<p>[/tabs]</p>


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.

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