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<p>BMW India established itself in the market in 2006. It is a subsidiary of the BMW Group and is headquartered in Gurugram, Haryana.</p>

<hr />
<p>BMW first began producing aircraft engines when the company was founded back in 1916. The brand is also known as the twelfth biggest manufacturer of cars. The headquarters of the company are based in Munich. The brand also manufactures/assembles cars in China, Brazil, Germany, United Kingdom, USA, South Africa and India. BMW India is a subsidiary of the BMW Group and is headquartered in Gurugram, Haryana.</p>

<p>While the older generation BMWs did find their way to India via the import route, the company began official production at their Chennai plant in 2007. As a result, the first official BMW car in India was the locally assembled 3-Series (E90), soon followed by the iconic 5-Series (E60). These two models were among the first ones to be offered to the Indian market via the CKD method.</p>

<p>Known for their 50:50 weight distribution and sensational steering feel, BMW vehicles became an immediate hit with Indian buyers giving the company good sales figures ever since its inception. The range of BMW all car models in india consists of the 3 Series, 3 Series GT, 5 Series, 7 Series, 6 Series Gran Turismo, X1, X3, X5, X6, i8 hybrid along with the M Performance range of vehicles&nbsp; consisting of the M3, M4, M5, X5M and the X6M, which also form the company’s 2018 product line-up.</p>

<p>In 2011, BMW founded the I sub-brand that designs and produces plug-in electric and hybrid vehicles. It started off with the launch of the BMW i3 all-electric car, with deliveries taking place for the first time in Germany. An all-new BMW car&nbsp;plug-in hybrid sports car was launched later in Germany, in 2014. The models sold by the BMW i brand had managed a 50,000 unit milestone in early 2016. A few years after the i3 was launched, it ranked as the third best-selling all-electric car in the world.</p>

<p>BMW also manufactures a range of high-performance models under the BMW Motorsport GmbH subsidiary, like the M2, M3, M4, M5, X5M and X6M. As expected though, the M-range of BMW car prices are also significantly higher than the standard models.</p>


<p><em>I’ve dreamt of getting behind the wheel of this legendary machine for well over a decade. So, was it worth the wait?</em></p>

<p>They say you should never meet your heroes. Well, I’m not one to heed advice at the best of times. So, when presented with the opportunity of fulfilling a dream, I jumped at the chance.</p>

<p>By way of background, I should explain that the entire M3 lineage was lined up at the Portimao track for us to gawk at as we came to sample the latest mean machine from the M division. For further background, I’m afraid I have to backtrack a bit. You see, my first car was a 1987 (E30) 325is – the ultimate sports coupe developed in Bavaria at the time, until the M3 came out that is. Now, the M3 was a proper homologation special. It was developed so BMW could go touring car racing. The rules at the time stipulated that 5,000 road-going versions of the car had to built and offered to the public. So, Mercedes developed the 2.3-16 Cosworth powered 190E’s, and BMW developed the M3 – and a couple of legends were born! The M3 went on to become one of winningest cars in touring car history with championship successes across the globe.</p>

<p>The road-going version was just a slightly watered down version of the race car. It was a 3 Series on anabolic steroids. It had a wider track, massively flared fenders, a beautifully integrated wing that masked the entire rear deck-lid. The beautifully smooth six cylinder power unit made way for a lighter and much buzzier (and, of course, more powerful) 2.3 litre naturally aspirated four-cylinder unit that developed 200 horsepower and upwards in its various guises. The car that I sampled was the last of the lot. It was a Sport Evolution from 1990, and it produced almost 240 horses from an engine was massaged to 2.5 litres – that’s just shy of the magical 100 horsepower per litre mark.</p>

<p>It’s a car that I’ve wanted to drive for a very long time indeed, but one that’s eluded me thus far. I mentioned in my editorial a few months ago that it’s one of the top-three cars in my dream garage – it’s that far up the list! A few years ago, in Europe or the US, you could pick up a&nbsp;BMW&nbsp;E30 M3 for reasonable money – but off late their values have skyrocketed, and good, unmodified examples are virtually impossible to come by. This particular car is the one that the BMW M division uses to showcase the glorious history of the M3 – that one car! So, while Benjamin Titz, the head of PR for the M division, was incredibly kind to let me have a go, it wasn’t before issuing a few stern warnings. No high revs, no sliding, no monkeying around, and definitely no crashing – otherwise both of us would have to answer to the head of BMW no less. Suffice to say, he got the point across.</p>

<p>So, I showed up at the track after having spent the entire night dreaming of what it would actually be like to drive. Would I be disappointed, because some things are just better in your imagination? Well, I was about to find out.</p>

<p>The first thing I did was pop the hood to savour the sight of that beautiful lump of engineering brilliance under the bonnet. It’s very impressive, with its M lettering and individual throttle bodies. But, it’s an incredibly small power unit on the whole. My 2.5 litre in-line six filled the entire engine bay, while this leaves a gaping hole between the block and the radiator. Nevertheless, the engine settled into a calm, if slightly high pitched, idle after a few seconds. It certainly sounded like a thoroughbred, and, therefore, a little finicky at idle.</p>

<p><img alt="BMW E30 M3 Gear Lever" class="alignleft size-full wp-image-27981" src="/uploads/2014/07/driven-bmw-e30-m3-july-2014-pic8.jpg" style="width: 700px; height: 375px;" title="E30 M3" /></p>

<p>Once in the drivers’ seat, I felt like I had come home again. The cabin layout, like everything else about this car, consists only of exactly what you need and nothing more. The thin-rimmed Alcantara covered three-spoke steering wheel isn’t adjustable. And yet finding the perfect driving position is no trouble at all. The thinly padded sport seats fit like a glove. The gear lever falls perfectly to hand, and the pedals are perfect. BMW has always known how to do ergonomics that are spot on. The centre console looks archaic in this day and age, but it has character. It also hammers home the point that there are no electronics in this car whatsoever to interfere with the driving experience. It’s a fully mechanical experience – one that I felt very privileged to embark on. I had just half-an-hour on the roads alongside the track. So, I had to press on.</p>

<p>Like some of the other homologation specials of that time, this car has a dogleg first gear – which means that first is down and to the left, where you would ordinarily find second. This is so second-to-third is an easy and fast shift in racing conditions. So, into first we went, and I released the clutch gently. The engagement was perfect, and immediately the car felt extremely torquey from the get-go – very unlike a modern four-cylinder petrol unit. It felt like it was straining at the leash the whole time – like it was urging you to explore the upper reaches of the rev range. The steering felt heavy at first, but then came alive as you picked up some pace. The steering wheel itself is angled away from you, so it’s certainly quite old school. But, again, it feels very natural at the same time. I have to confess that I’ve always loved the E30, and getting into a rhythm behind the wheel of this erstwhile race-car-for-the-road was no trouble at all. Yes it took some getting used the gears – the dogleg of course along with the long throws and shift linkages that aren’t quite as precise as the latest gen M3.</p>

<p>Once the engine was warmed up, I went up through the gears with a little bit of urgency and I was amazed at the strength of the power delivery. The engine, at any revs, in any gear, just pulls towards the redline like it’s addicted to speed – which, of course, it was (and is). Before I knew it, I was doing 150km/h in fifth gear at 4,000rpm with the engine begging for more. The motor was buzzing, and the whole car just felt alive. You could almost feel every rotation of the crankshaft through the gear lever. This is a car that does the opposite of isolate you from the driving experience. It makes you feel like an integral part of the driveline.</p>

<p><img alt="New BMW E30 M3 Engine" class="alignleft size-full wp-image-27982" src="/uploads/2014/07/driven-bmw-e30-m3-july-2014-pic7.jpg" style="width: 700px; height: 375px;" title="E30 M3" /></p>

<p>By now, we were both – me and the car – a little warmed up. So, as we came to a roundabout, I pushed just enough to make some important discoveries. For one, the brakes can’t really be compared with the carbon ceramics of the modern M3 – no surprise there – and, secondly, the car is, of course, a lot softer than its modern equivalent. I got some initial understeer when pulling out of the roundabout and I daren’t do anything to convert that to oversteer since I still had Benjamin’s warning ringing in my ear. Instead, I settled the car and powered off towards a winding country road with blind crests, narrow bridges, and broken tarmac – and that’s where this beautiful car really came into its own. I was reminded of some incredible You Tube videos of the M3 racing through European rally stages at breakneck speed back in the day. The suspension was supple enough to ride over the bumps without upsetting the chassis, and the whole car seemed to seamlessly flow from corner-to-corner. I was so engrossed in clutch, brake, blip, downshift, and then accelerate again that I almost forgot about the limited time that I had with the car. Just as I was really starting to get into a rhythm, it was time to turn back. And so I did, but by now I was really comfortable in the drivers’ seat of this legendary M3 – and so I couldn’t help but push just a little more on the way back. I was rewarded by a car that was incredibly light on its feet, ever willing to turn-in, and completely neutral on this undulating Portuguese country road. And I was completely in awe of this phenomenal motor. I remember how smoothly my old 2.5 litre in-line six would sing all the way to the redline, but it did require you to keep the revs up. This four cylinder, meanwhile, seemed to have an infinitely wider powerband. It just gave you a shove in the back no matter what the engine speed.</p>

<p>Before I knew it though, there I was driving back towards the entrance of the Portimao circuit. I put my windows down to savour the sound one last time as I drove through the tunnel under the track. I parked the car exactly where I had found it not so long ago and sat in the drivers’ seat for a few seconds savouring the moment before I turned off the ignition to end the drive of a lifetime. I took one final walk around the car, grinning like a love-struck fool as I was completely seduced by its square lines and pure driving experience. Believe me, if you ever get the chance to meet your heroes, grab it – with both hands!</p>

<p><em>In this issue, we’ve sampled both the original M3, the E30, and the latest version, the F80 M3 and F82 M4, but what about the equally glorious machines in the intervening years? Here’s a quick recap:</em></p>

<p><img alt="2014 BMW E30 M3" class="alignleft size-full wp-image-27977" src="/uploads/2014/07/driven-bmw-e30-m3-july-2014-pic12.jpg" style="width: 700px; height: 375px;" title="E30 M3" /></p>

<p><strong><em>E36</em></strong></p>

<p>The E36 M3 was produced between ‘92 &amp; ‘99, and it featured an incredible 3.0 litre, straight-six engine that produced 280 horsepower. The first time I drove the car was in the States about a decade-and-a-half ago. It was a short drive, but I remember it like it was yesterday – that’s how much of an impact that car made. Even though the US-market cars were 40 horses short of the European spec, the engine was incredibly smooth, as BMW straight-sixes typically are – and this one was equally torquey as well. The steering was just as responsive and beautifully weighted as I had dreamt it would be, and the whole car just felt right. It’s one of those cars that just wraps itself around you, and feels absolutely perfect from the minute you turn the ignition. In fact, the brief time that I spent in the driver’s seat of the E36 M3 all those years ago made such an impression that, for the past few years, I’ve been trying to build an E36 325i up towards the legendary performance levels offered by the M3. Make sure to read our feature on that transformation on the next page.</p>

<p><em><strong>E46</strong></em></p>

<p>The E46 M3, which was produced from 2000 to 2006, was a bit of a transformational machine. It was a lot more aggressive than its regular sedan counterpart, and it seemed to signal the way forward for the M machines. The engine was a straight-six masterpiece that produced almost 333 horsepower from 3.2 litres – breaching the magic 100 horsepower per-litre mark. The E46 M3 was also the first M car to get a flappy paddle gearbox – courtesy of the F1-derived semi-automatic SMG transmission. Unfortunately, the only E46 M3’s I’ve driven have been with the SMG – and, like the first generation of many technologies, they were pretty terrible! To me, at least, it felt like the magic of the engine was robbed by a transmission that tried to dislocate your vertebra every time you pulled the paddle to change gears. To my eye, however, the E46 M3 CSL is one of the most beautiful M3’s of all time – save for the E30, of course. The power bulge, ducktail spoiler, and vents on the fenders all made it an incredibly good-looking machine.</p>

<p><em><strong>E90/92/93</strong></em></p>

<p>The E90 M3 was, visually, a more understated machine compared to its predecessor, but it was concealing a lot more firepower underneath. The M3 got a V8 engine for the first time – a 4.0 litre V8 with 414 horsepower that was derived from the 5.0 litre V10 used in the M5 of the time. It also got a double-clutch gearbox to remedy the ills of the SMG. So, on paper, it was one helluva machine. But, personally, I missed the shrillness and urgency of the straight-six. Sure, the V8 had bucket loads of power and torque, and it was incredibly refined, but it just didn’t get under my skin. It was the fastest M3 yet, with a phenomenal chassis and more grip than you could ever use on the road, but, to me, it just wasn’t involving enough. Don’t get me wrong, if offered one, I would graciously accept. Let’s just say I would jump far higher for joy if offered a brand new one instead, as the current gen seems to strike just the right balance between heritage and new-age – it’s seems very much in keeping with the storied history of this iconic alphanumeric name!</p>

<p><img alt="2014 BMW E30 M3 Motion" src="/uploads/2014/07/driven-bmw-e30-m3-july-2014-pic9.jpg" style="width: 700px; height: 375px;" title="E30 M3" /></p>

<p>[tabs]<br />
[tab title="1990 BMW (E30) M3 Sport Evolution"]</p>

<p><strong>Engine</strong>: 2,467cc / 4 Cylinders / 16 Valves / Dohc</p>

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

<p><strong>Transmission</strong>: 5-Speed Manual /&nbsp;Rear-Wheel Drive</p>

<p><strong>Power</strong>:&nbsp;238bhp @ 7000rpm</p>

<p><strong>Torque</strong>: 240nm @ 4750rpm</p>

<p><strong>Acceleration</strong>:&nbsp;0-100Km/h – 6.3 Secs</p>

<p>[/tab]</p>

<p>[/tabs]</p>


BMW E30 M3 Review, Test Drive

Dreams don't always go fulfilled, right? Well, for me, I got a chance to drive my favourite Beemer, the BMW E30 M3, at the Portimao track, albeit with a couple of restrictions. Was it worth it? Read on.

BMW M3 [2018-2019] price starts at ₹ 13020000. Check specifications, features, mileage, colours, variants, images, FAQs, news, reviews, and videos.

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BMW M3 [2018-2019]

An enthusiast’s paradise

<p>This is my second M3 and it still remains true to its old DNA. Can’t ask for more from a reputed brand like BMW.</p>


RightHandDriving

2979 CC

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

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

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

    
  
    
  


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

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

    
  
    
  


<h2>So, what’s under the hood?</h2>

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


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

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

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

    
  


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

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




<p>[tabs]</p>

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

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

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

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

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

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

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

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

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

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

<p>[/tab]</p>

<p>[/tabs]</p>


Ferrari 12Cilindri Spider First Drive Review: Versatility in Verde

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

<p>&nbsp;</p>

<p>[tabs]</p>

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

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

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

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

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

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

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

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

			<p>•&nbsp; Smart Design</p>

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

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

<p>[/tab]</p>

<p>[/tabs]</p>


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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