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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><strong>The design of the X4 is an interesting amalgamation of an SUV and a coupé. But, apart from the striking design, does the X4 offer substantial changes over to its more ‘regular’ sibling? We drive the brand-new one to find out.&nbsp;</strong></em></p>

<p>Style, or rather a sense of what’s stylish, can be an intensely personal thing. And, more often than not, one’s idea of style has its origin in a desire to stand out, to be perceived as different from the rest. Now, with the advent of social media, that desire to stand out is perhaps becoming so intense that soon standing out in a blingy Ed Hardy t-shirt in a world full of sober Ralph Lauren polos will be the new normal.<br />
&nbsp;<br />
This obsession with this idea of being different has seeped into virtually all aspects of our lives – whether it’s our choice of clothing, holiday destinations or phones. But, perhaps, it’s gone to its extreme in our choice of automobiles. So, even with SUVs seeing an exponential surge in their popularity in the past two decades, it’s no longer good enough to drive just any SUV – what you actually need is an SUV that stands out from the crowd. And the more outlandish it looks, the better it is!&nbsp;</p>

<p><strong>Dressed for success&nbsp;</strong></p>

<p>To give credit where it’s due, BMW’s designers saw this trend coming before anyone else in the automotive world. One could always argue that it was actually the Lamborghini LM002 that set the trend, but in truth that was way ahead of its time. So, what did BMW do? It tapped into this market with the first generation X6, which was launched in 2008. Despite its oddball looks, the X6 was a runaway success in global markets and was quite popular in India too. As a result, it managed to create a sub-segment in the larger SUV space – the Coupé-SUV, or, as BMW likes to call it, the Sports Activity Coupé.&nbsp;</p>

<p>What this means is that the latest production car to follow this design ethos is the X4, which features much more imposing styling. This is evident in its aggressive front-end design, complete with its oversized kidney grille and large air dams in the front bumper. A strong shoulder line dominates the profile, but that’s before you look at the sharply sloping roofline, which gives the X4 its distinctive character and is akin to the silhouette of an actual coupé.&nbsp;</p>

<p>The raised, and stubby, rear end – perhaps, the most unmistakable part of the X4’s design – features large swooping taillights, which look quite good. Viewed from the rear – or from the side, for that matter – you can’t possibly mistake the X4 for anything else on the road. However, its steroid-injected look mean that it has to make certain compromises in terms of its overall proportions. The first to be hit are the 19-inch alloy wheels, which, despite their large size, look quite puny against this otherwise butch design. In fact, for a more balanced look, the X4 needs at least 20 or 21-inch alloys, which, for our broken roads, are simply too large a size.&nbsp;</p>

<p><img alt="BMW X4 Interior" data-original="https://static.autox.com/uploads/2019/03/162A1045.jpg" src="https://static.autox.com/uploads/2019/03/162A1045.jpg" style="width: 642px; height: 336px;" /></p>

<p><strong>Black is back</strong><br />
What I absolutely love about the X4 is its cabin. This is mostly because, unlike virtually every other car sold in India, it has an all-black interior, which looks simply fantastic. And the contrasting red stitching only adds to its appeal. The general fit-and-finish of the X4 is very good too, and some of the buttons have a real metallic feel to them – which is always good.&nbsp;</p>

<p>Special mention must also go to two other aspects of the interior – the sports seats and the iDrive multimedia system. First things first, the sports seats on the X4 are extremely supportive, and the adjustable side bolsters holds you in place like an M3’s seat would, which simply means that it offers everything you could ask for while on the move. Now, I must say that after almost two decades of constant tinkering and refinement, BMW’s iDrive multimedia system is by far the finest multimedia interface amongst all the luxury brands. The intuitiveness of the menus, the simplicity of using the rotary controller and the addition of gesture control make it an absolute delight to use. After all, to raise or lower the stereo volume, for instance, all you have to do is twirl your finger in front of the centre screen in a clockwise or anti-clockwise direction.&nbsp;</p>

<p><img alt="BMW X4 Rear View" data-original="https://static.autox.com/uploads/2019/03/162A1438.jpg" src="https://static.autox.com/uploads/2019/03/162A1438.jpg" style="width: 642px; height: 336px;" /></p>

<p><strong>Seamless performance&nbsp;</strong><br />
The appeal of the X4 continues while on the move too. Our test car was the xDrive 30i in M-Sport X trim. It’s powered by the turbocharged 2.0-litre, four-cylinder petrol engine producing 248bhp and 350Nm of torque. Now, that may not sound like much, but such is the immediate response of this engine that it’s almost impossible to tell whether its turbocharged or not. Pair that with what I think is the finest regular - production gearbox in the world – the ZF eight-speed automatic – and you have a drivetrain that’s simply sublime.&nbsp;</p>

<p>The sprint to 100km/h takes just 6.3 seconds, which means that the X4 is no slouch either. However, it’s the immediate throttle response and the almost perfect gearshifts that make it an absolute hoot to drive fast. But, when pushing the car, a couple of its shortcomings become quite evident. Firstly, I’m not a big fan of the steering feel, or lack thereof. The steering is unnecessarily heavy and only becomes more so in Sport. And while its response is direct, it never really tells you what’s happening between the road and the tyres. Secondly, the ride of the X4 – which is suitably sporty and planted on smooth roads, given its positioning – is simply back-breaking on our broken roads. With my bad back, I, for one, wouldn’t survive too long driving a car like the X4 on our roads.&nbsp;</p>

<p>Thirdly, the aggressive design does lead to its fair share of compromises in the cabin. Firstly, with its sloping roofline, headroom for tall people in the rear seat is rather limited. Then there’s the massive transmission tunnel that intrudes into the floor between the two rear seats, which means that the X4 is a four-seater at best. And, lastly, the roofline limits luggage space as well.&nbsp;</p>

<p><img alt="BMW X4 Front View" data-original="https://static.autox.com/uploads/2019/03/162A1257.jpg" src="https://static.autox.com/uploads/2019/03/162A1257.jpg" style="width: 642px; height: 336px;" /></p>

<p><strong>Narcissism 101</strong><br />
All told, there’s only one reason that I can think of which would make someone choose the X4 over its more sensible sibling, the X3. And that’s its unique design and positioning. To be honest, in my opinion, the X4’s raison d’etre lies in its unique design and the fashion statement that it makes. From a practical perspective, the X4 is quite compromised – it offers an uncomfortable ride and demands a significant premium over the X3. And that’s perhaps the main deciding factor between a style-statement like the X4 and a sensible everyday SUV like the X3. So, if you’re looking to turn heads, the X4 is the SUV for you, but for virtually every other purpose I’d choose the X3 any day of the week and save myself a decent amount of money too. &nbsp;</p>

<p>Also read,</p>

<p><a href="https://www.autox.com/reviews/car-reviews/2019-bmw-x5-review-first-drive-104578/">2019 BMW X5 Review</a></p>

<p><a href="https://www.autox.com/news/car-news/bmw-x4-launched-in-india-105335/">BMW X4 launched in India</a></p>

<p>https://www.youtube.com/watch?v=OA1Al_FbCI0"</p>

<p>&nbsp;</p>

<p>[tabs]</p>

<p>[tab title="<strong>X4 xDrive30i </strong>"]</p>

<p><strong>Engine:</strong>&nbsp;1,998cc / 4-Cylinders / Turbocharged</p>

<p><strong>Fuel:</strong>&nbsp;Petrol</p>

<p><strong>Transmission:&nbsp;</strong>8-Speed Automatic / All-Wheel Drive</p>

<p><strong>Power:&nbsp;</strong>248bhp @ 5,200rpm</p>

<p><strong>Torque:</strong>&nbsp;350Nm @ 1,450 – 4,800rpm</p>

<p><strong>Price: </strong>₹ 63.5 Lakh (Ex-showroom)</p>

<p><strong>X-Factor:&nbsp;</strong>If you’re looking for an SUV to make a statement, then the BMW X4 is perfect for you.</p>

<table cellpadding="1" cellspacing="1">
	<tbody>
		<tr>
			<td>
			<p><strong>Pros &nbsp;</strong>&nbsp; &nbsp;&nbsp;&nbsp; &nbsp;&nbsp;&nbsp;<br />
			•&nbsp;Fantastic powertrain<br />
			•&nbsp;All-black interior</p>
			</td>
			<td valign="top">
			<p><strong>Cons</strong><br />
			• Firm ride<br />
			• Lack of space<br />
			•&nbsp;Expensive</p>
			</td>
			<td>&nbsp;</td>
		</tr>
	</tbody>
</table>

<p>[/tab]</p>

<p>[/tabs]</p>


BMW X4 Review, First Drive

In this era, in a world full of SUVs, driving a conventional SUV isn't the most enticing thing on the planet. So, now you actually need an SUV that stands out in the crowd and makes a statement, right? Well, the BMX X4 is your best bet.

BMW X4  [2019-2021] price starts at ₹ 6650000. Check specifications, features, mileage, colours, variants, images, FAQs, news, reviews, and videos.

2022 BMW X4 India launch confirmed

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BMW X4  [2019-2021]

RightHandDriving

2993 CC

1998 CC

<p><strong>After the launch of the BMW X3 facelift, BMW India will soon bring in the updated X4. The update is just a mid-life makeover, so do not expect overwhelming changes on the SUV-coupe.</strong></p>

<p>The last launch from <a href="https://www.autox.com/news/car-news/bmw-x3-facelift-diesel-launched-at-rs-6550-lakh-110752/">the BMW India group was the updated X3 mid-size SUV</a>. It was expected that BMW will offer the all-electric i4 Gran Coupe by the end of the current quarter, however, the German carmaker is focusing on its I.C engine cars – namely, the 2022 X4 SUV-coupe.</p>

<p><img alt="2022 BMW X4 Rear Three Quarter Static" height="720" src="/uploads/2022/02/2022-BMW-X4-rear-three-quarter-static.jpg" width="1280" /></p>

<p>The facelifted BMW X4 is will be launched in India by mid-March. The new iteration of the crossover-coupe-SUV will bring along an updated fascia and revised interior bits. The bumper design will be sharper than before, similarly, the head and the tail lamps will be sleeker. The alloy wheels will sport a new design and we’re expecting it to be one size larger.</p>

<p><img alt="2022 BMW X4 Cabin Details" height="720" src="/uploads/2022/02/2022-BMW-X4-cabin-details.jpg" width="1280" /></p>

<p>The in-cabin features are likely to include a premium surround sound system, updated dashboard elements, virtual-cockpit, a large infotainment screen, head-up display, 360-degree camera and other convenience features.</p>

<p>The engine options will be the same as before. A 2.0-litre turbocharged unit will power the petrol variant. The power output is likely to be close to 250bhp and 350Nm torque. The diesel variants will mostly get two engine choices – a 2.0-litre four-cylinder and a 3.0-litre six-cylinder. The smaller capacity diesel mill will churn out close to 190bhp and the power potent 3.0-litre straight-six will mostly be tuned for 260bhp.</p>

<p><img alt="BMW X4 Front Theee Quarter" height="720" src="/uploads/2022/02/BMW-X4-front-theee-quarter.jpg" width="1280" /></p>

<p>The updated BMW X4 will see a slight bump in price. The outgoing BMW X4 starts at Rs 67.5 lakh (ex-showroom). The key rival of the BMW X4 is mainly the Mercedes-Benz GLC Coupe.</p>

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

<p><a href="https://www.autox.com/opinion/dhruv-behl/what-is-going-on-at-bmw-110766/">What is going on at BMW?</a></p>

<p>https://www.youtube.com/watch?v=MPbk1aA3JC0</p>


After the launch of the BMW X3 facelift, BMW India will soon bring in the updated X4. The update is just a mid-life makeover, so do not expect overwhelming changes on the SUV-coupe.

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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?

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