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Datsun is an automotive brand owned by <a href="https://www.autox.com/new-cars/nissan/">Nissan</a>. Its original production run began in 1931 when the company name was changed from DAT Jidosha Seizo to Datson, to represent the term 'son of DAT'. Later, when Nissan took the reins of the company in 1934, the moniker was finally changed to Datsun.

<hr />
Datsun is remembered for making car models such as the 240Z, the 510 sedan and the Fairlady coupes. In 1981, after selling 20 million cars in 190 countries, the brand was phased out to promote the Nissan name. However, the brand was revived in 2012 to represent the small, economic models of the company.&nbsp;Since then, all Datsun cars have been best known in the economic segment.

Datsun emerged on the Indian automotive landscape in July 2013, when it revealed its first model for the Indian market. The first ever Datsun car in India was the <a href="https://www.autox.com/new-cars/datsun/go/">Go</a>, which was launched in 2014. It was followed by the launch of its larger sibling, the Go+ in 2015 and the newest Datsun car (as of 2018) to follow was the Redi-Go, launched in 2016.

These three cars form the company’s 2018 model line-up for Datsun cars in India.

Datsun car prices start from around 2.4 lakh rupees for the 2018 Redi-Go. Datsun car price listings can be found on the website of <a href="https://www.autox.com/">autoX</a>.

Datsun has readied a two-pedal version of the Redigo. But how effortless is this new AMT version really? We drive one to find out.

When all you do in the name of driving is get stuck in traffic jams, you can’t help but feel that your left leg gets an undue workout on far too regular a basis. This makes buying an automatic car more sensible, and perhaps the more logical choice. And given the fact that the market is now flooded with affordable cars with automated manual transmission (AMTs), buying one won’t break the bank.&nbsp;

<img alt="Datsun Redigo AMT Motion" src="/uploads/2018/03/Datsun-Redigo-AMT-motion.jpg" />

The latest on the AMT bandwagon is the Datsun Redigo. On the outside it’s identical to its manual siblings, which means that its style remains unchanged. Even the interior is more or less the same – except the new gear lever of course. The Redigo AMT retains the all-black dashboard of the regular models, but it now has red-and-black seat covers. As for the equipment, it now has a new single-din stereo with Bluetooth connectivity – which isn’t the most intuitive system around. Nonetheless, Bluetooth connectivity is a welcome addition. The instrument cluster is analogue with a huge speedo, but the digital tachometer has been replaced by a gear-indicator readout in the AMT version.&nbsp;

City Runabout&nbsp;

Since the Redigo and <a href="https://www.autox.com/reviews/car-reviews/2015-renault-kwid-first-drive-review/">Renault Kwid</a> share the same platform, the AMT version has the exact same specs as its French cousin. On offer here is a 1.0-litre petrol engine that develops 67bhp and 91Nm, but instead of you rowing the 5-speed gearbox using a clutch pedal, a hydraulic actuator does the job for you. How’s it to drive? Well, since we drove the car only in heavy traffic, which is where it’ll ostensibly spend most of its time, it worked quite well. There’s a ‘creep’ function that lets the car roll forward without any throttle inputs. The gearshifts are smooth, if not seamless. But it still feels a bit lethargic and jerky when taking off from a standstill. The downshifts are well judged, and the gearbox has an auto-blip function for rev-matching, which is a nice feature. Also, unlike the Kwid, the Redigo AMT has a manual mode – so you can shift gears yourself. However, the engine has to be in a particular rev range for it to accept your command. &nbsp;

<img alt="Datsun Redigo Automatic Interior" src="/uploads/2018/01/Datsun-Redigo-AMT-interior1.jpg" />

The NVH levels are still pretty high inside the car. Even in normal driving conditions, you can hear the engine protesting. The steering is too light and feels almost disconnected when you hit triple digit speeds. The ride quality of the AMT version is satisfactory, but it does feel a bit firm on bumpy roads. As for the handling, there’s still a lot of body roll when you approach a corner enthusiastically – but, with a bit of restraint, you don’t have to worry. The brakes, however, are a matter of concern. They can at best be described as average, as there’s no bite and feedback from the system when you drop the anchors. ABS is still missing. 
&nbsp; 
Although the Datsun Redigo has its issues, one has to understand that it’s primarily meant to be driven rather leisurely within the closed confines of a city. And, in that regard, it’s a comfortable little runabout. Moreover, even in its top-spec trim, it only costs only a few thousand rupees more than a regular 1.0-litre manual version. All in all, it’s a fair deal to save your left foot from unnecessary leg workouts.&nbsp;

[tabs]

[tab title="Datsun Redigo 1.0 AMT"]

Engine: 999cc / Inline-3 Cylinder / 12 Valves

Transmission: 5-Speed AMT / Front-wheel Drive

Power: 67bhp @ 5,500rpm

Torque: 91Nm @ 4,250rpm

Price: Rs 3.80 lakh (ex-showroom)

X-factor: An affordable, spacious and decently equipped city runabout.

<table cellpadding="1" cellspacing="1" style="width: 100%; font-size:14px;">
	<tbody>
		<tr>
			<td style="font-size:14px;">Pros 
			• Stress-free drive 
			• Economical and spacious</td>
			<td style="font-size:14px;">Cons 
			• Jerky transmission 
			• Light steering and lousy brakes</td>
		</tr>
	</tbody>
</table>

[/tab]

[/tabs]

Datsun Redigo AMT Review, First Drive

Datsun has readied a two-pedal version of the Redigo. But how effortless is this new AMT version really? We drive one to find out. The latest on the AMT bandwagon is the Datsun Redigo. On the outside it’s identical to its manual siblings, which means that its style remains unchanged.

A year ago Datsun decided to shake up the entry-level hatchback market by introducing the redi-GO. Even though it was based on the <a href="https://www.autox.com/reviews/car-reviews/2015-renault-kwid-first-drive-review/">Renault Kwid</a>, the redi-GO is a completely different vehicle when compared to its French cousin. Actually, the Japanese car manufacturer preferred to call it an urban crossover because of its tall stance and impressive 185mm of ground clearance, which dwarfs some pseudo SUVs in the market. Datsun did manage to taste some success with the redi-GO and the redi-GO Sport, but apart from niggling issues like fit-and-finish and quality, its Achilles heel was the 53bhp 800cc engine. The problem was that under 2,500rpm, the redi-GO refused to offer any power. Datsun have decided to fix this issue by plonking a 999cc engine under the hood that boasts of 67bhp. So is this heart transplant the solution for all redi-GO’s problems? We find out on the winding roads of, you’ve guessed it right, in Goa.

<img alt="2017 Datsun redi-GO 1-litre Raer Three Quarter" class="alignnone size-full wp-image-101287" src="/uploads/2017/07/2017-Datsun-Redi-Go-1-litre-Rear-Three-Quarter.jpg" style="width: 642px; height: 336px;" />

The drive route Datsun had planned out included ghat roads, broken tarmac, tight corners and of course, crowded slow moving traffic. They had virtually left no stone unturned ensuring that the redi-GO 1-litre was driven on real-world road conditions. So hats off to Datsun for being confident about its product. Without wasting any time, we fired up the 999cc and to our disappointment, the NVH level still remained quite high. The rough sound was very audible and even though Datsun insisted that they have worked on the engine noise, unfortunately, we felt a lot more work’s needed. I decided to give them the benefit of doubt as one faux pas can’t really sum up the fate of the car. After slotting the transmission stick into first gear, the redi-GO moved with a bit a spunk as compared to its 800cc variant. The 999cc did show a lot of more promise, especially when it was driven within 2,500rpm mark, which made it easy to coast within the city limits. The increase of torque from 72Nm to 91Nm was quite evident and ensured driving at slow speeds wasn’t a struggle for the redi-GO anymore. Mind you, with four adults in the car and the 222 litres of boot space completely packed with luggage, the Redi-GO still managed to build speed up at a reasonable pace. What impressed us was its turning radius which allowed us to easily take U-turns in the middle of the city and we didn’t even hold up the traffic.

We were quite impressed by the new engine till we entered the narrow winding roads of Chorla Ghat which threw a couple of curveballs at the redi-GO. As mentioned earlier with four adults in the car, the Datsun struggled to climb uphill. From fourth gear, we had to shift all the way down to second and that too we had to ensure that the rpm needle didn’t drift below the 2,000rpm mark otherwise we would have&nbsp;had to drop another gear. This was very disappointing as the old Maruti Suzuki 800 would easily climb up inclines without huffing and puffing for power. Also when it comes to handling, one should take it easy on corners as the body roll is quite evident. Now the redi-GO may not feel as planted as the Kwid, but the soft suspension certainly makes it practical when it is bombarded with potholes and broken roads.&nbsp; It manages to provide a comfortable ride.

<img alt="Datsun redi-GO 1-litre Interior" class="alignnone size-full wp-image-101285" src="/uploads/2017/07/2017-Datsun-Redi-Go-1-litre-Interior.jpg" style="width: 642px; height: 336px;" />

Coming to the interiors and we love the new all black look. It certainly feels one notch above the redi-GO 800cc’s dull grey cabin. What was disappointing to see is that you can still see the metal sheets of the door panels and the C-pillar. Honestly, this makes it feel very cheap. The redi-GO comes with a traditional looking stereo system, which is functional, but I personally felt that Datsun could have taken a leaf out of the Kwid’s book and could have installed a touchscreen display infotainment.

<img alt="2017 Datsun redi-GO 1-litre Front" class="alignnone size-full wp-image-101284" src="/uploads/2017/07/2017-Datsun-Redi-Go-1-Litre-Front.jpg" style="width: 642px; height: 336px;" />

The new 1-litre engine certainly gives the redi-GO a much-needed power boost for city driving. It was a bit of damp squib in the hills, but it's still manageable once it's in second gear. In terms of practicality, it has many strong suits like a spacious cabin, ground clearance and comfortable ride quality. Unfortunately, it is still plagued with many shortfalls like the build quality, handling and metal sheets remain visible in the cabin. The redi-GO is touted to be one of the most affordable 1-litre hatchbacks in the market. We shall soon know the answer to this as Datsun will launch the redi-GO 1-litre on July 26th.

Datsun redi-GO 1-litre Review, First Drive

With the Datsun red-GO 1-litre, the carmaker has the Renault Kwid 1.0 and Alto K10 in its crosshairs. But, is the 1.0-litre engine enough to lug around the baby Datsun? We find out.

The Datsun RediGo is a true urban cross vehicle. It shares the same platform as the already available&nbsp;Renault Kwid, but make no mistake, these two cars look world’s apart.

The Renault was hailed as India’s first Urban Cross vehicle and the RediGo follows in those footsteps. Essentially, what that means is the RediGo takes all the features of a crossover and combines them into a compact hatchback. We got to drive the RediGo around the city of Kolkata to get an idea of just how well this Urban Cross hatch performs.

<img alt="2017 Datsun Redi Go Front Abstract" class="alignnone size-full wp-image-69983" src="/uploads/2016/05/Datsun-RediGO-Front-Abstract.jpg" style="width: 642px; height: 336px;" />

We really like the design of the RediGo, and it surely is the most unique compact hatch design currently available in India. While the <a href="https://www.autox.com/reviews/car-reviews/2015-renault-kwid-first-drive-review/">Renault Kwid</a> also has a nice design, I do believe we have a new winner in this segment with the RediGo. When you first lay eyes on the RediGo you will notice that it clearly is a tall car, and that’s because it’s got a good ground clearance of 185mm. It’s also got a high seating position, and these are features borrowed over from a crossover vehicle. But, even though the RediGo is well under 3.5 metres, it doesn’t really look like a compact hatchback, and that’s what will really attract people to this car.

The overall design of the car is bold and fresh, and it even gets some interesting elements to make it very unique, and even seem sporty. The front bumper is designed very well and the lower section of the bumper looks like it has aerodynamic functionality, and it also gets some nice LED’s in the fog lamp slots. The wheel arches are also very prominent giving the car a little bit of muscle, and there is a strong line that extends along the side section of the body and connects with very unique tail lights. This line makes a clear distinction between the top and bottom half of the car – making the bottom section seem much sportier thanks to the nice front bumper, the wheel arches, and the sharp angles on the rear section of the car, while the top of the car remains sleek and smooth. Datsun informed us that the RediGo has been designed to keep young customers in mind, and they seem to have done a great job because the design of the RediGo will certainly appeal to many people.

<img alt="New Datsun RediGO Interior front" class="alignnone size-full wp-image-69988" src="/uploads/2016/05/Datsun-RediGO-Interior-front.jpg" style="width: 642px; height: 336px;" />

The interiors are also very spacious and the dashboard design is simple yet functional, with a permanent AC vent set in the middle of the dash that aims directly at the middle of the rear seat. This is a pretty interesting feature because it works almost like a rear AC vent. There are also plenty of storage shelves on the dashboard and there are cup holders as well as door pockets. Ergonomically, the interiors have been done up nicely, but what is really interesting is that the front seats are positioned pretty high up which will allow the driver to get a better view of the road and this helps a lot for city driving.

Just like the Kwid, the RediGo gets an 800cc petrol engine. The engine sounds a little loud, but it is a very nice and smooth engine. You get about 53bhp and 72Nm of torque. This seems to be more than enough power when driving in the city. The engine doesn’t feel bothered if you rev it very high, and you will need to if you want any sort of feedback from the engine, because under 2,500rpm the engine doesn’t deliver much power at all. The 5-speed manual transmission is also nice but the clutch is very light, which some people might love, and some people might hate. On the whole though, the engine and transmission setup is nice and does the job well for urban driving conditions.

<img alt="2016 Datsun RediGO Steering Wheel" class="alignnone size-full wp-image-69994" src="/uploads/2016/05/Datsun-RediGO-Steering-Wheel.jpg" style="width: 642px; height: 336px;" />

The steering is also well weighted for a relaxed drive around the city, but the suspension setup did seem to be a little on the stiff side for urban driving. The RediGo does a decent job on some bumpy roads, but you will feel every bump in the cabin. However, on smooth roads and on highways the car stays well planted and offers very comfortable ride quality. I would also like to point out that the high ground clearance and seating is very nice. You will feel very confident when on bad roads and you get a great view of the road. You are also seated higher than all the other hatches and most sedans on the road, so you will feel like you are in a proper crossover.

<img alt="Datsun RediGO Rear Three Quarter motion" class="alignnone size-full wp-image-69991" src="/uploads/2016/05/Datsun-RediGO-rear-three-quarter-motion.jpg" style="width: 642px; height: 336px;" />

The RediGo is a product of a lot of R&amp;D done by Nissan’s engineers in France, Japan, as well as in India. The RediGO was specifically designed for Indian consumers and they seem to have done a great job. In terms of the design it certainly stands out, and it performs very nicely in the city. Its got a spacious cabin, and we were also told that the RediGO will provide a claimed fuel economy of 25kmpl, which is very impressive. It’s hard to find something not to like about the car. It certainly is a refreshing change to see a compact hatchback that looks attractive. Datsun seem to have done a great job with this car and I do feel it could do well in the Indian market, considering that the Alto 800 and the Hyundai Eon are a little outdated as of now.

https://www.youtube.com/watch?v=3yqV5F9Vt6o

[tabs] 
[tab title="Datsun RediGO "]

Engine:&nbsp;799 cc / 3-Cylinders / 12 valve

Fuel:&nbsp;Petrol

Transmission:&nbsp;5-Speed Manual / Front Wheel Drive

Power:&nbsp;53 hp @ 5678rpm

Torque:&nbsp;72 Nm @ 4386rpm

Fuel Economy:&nbsp;25.17km/l*

[/tab] 
[/tabs]

Datsun RediGO Review, First Drive

In a segment dominated by the likes of the Alto and Kwid, the Datsun RediGO breathes a gulp of fresh air with its compact crossover design and fresh looks. Let's see how it drives, shall we?

Datsun Redi-GO [2016-2019] price starts at ₹ 279650. Check specifications, features, mileage, colours, variants, images, FAQs, news, reviews, and videos.

Datsun Redigo AMT launched at Rs. 3.80 lakh

Datsun redi-GO AMT to launch in early 2018

2017 Datsun Redi-Go, Track Test

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Datsun

Datsun Redi-GO [2016-2019]

RightHandDriving

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Datsun has managed to undercut prices of both the Kwid AMT and Alto K10 AMT with this new Redigo variant.

<meta charset="utf-8" />

Datsun has launched the AMT variant of its entry-level Redigo hatchback in India, dubbed as Redigo Smart Drive Auto.

The AMT equipped Datsun Redigo is essentially driven by the very same engine and gearbox combination found on the <a href="https://www.autox.com/reviews/car-reviews/2015-renault-kwid-first-drive-review/">Renault Kwid</a>, because both cars are mechanically quite identical. However, the Datsun has an edge over its French cousin, as it offers a manual shifting mode and also a dedicated creep function called the Rush Hour Mode, which allows the car to roll forward without any throttle inputs in heavy traffic.

As you’d expect, the AMT is only offered with the bigger motor, which is a 1.0-litre, 3-cylinder petrol engine good for producing 67bhp of power and 91Nm of torque. With the new Redigo Smart Drive Auto, Datsun has also introduced a new Bluetooth audio system with hands-free calling and audio streaming across the Redigo’s T(O) and S grades.

On Redigo Smart Drive Auto’s launch, Jerome Saigot, Managing Director, Nissan Motor India, said, ‘Datsun Redigo Smart Drive Auto combines the convenience and flexibility of dual-driving mode with best-in-class ground clearance, cabin space, boot space and head room. In line with our commitment towards our customers, we are launching the new Redigo Smart Drive Auto at an attractive introductory price and rich features in its segment.’

<img alt="Datsun Redigo AMT gearbox1" src="/uploads/2018/01/Datsun-Redigo-AMT-gearbox1.jpg" />

The Redigo AMT customers will also have access to Datsun Care (chargeable), a comprehensive service package for the new customers of Redigo that offers 100 per cent coverage of parts and 24x7 roadside assistance. It also covers replacement of brake and clutch components, replacement of wiper blades once a year, wheel alignment and balancing, extended warranty with roadside assistance, exterior washes and interior cleaning.

The Redigo Smart Drive Auto is available in a single variant and is priced at Rs. 3.80 lakh (ex-showroom, pan-India). The car competes with the Renault Kwid AMT and Maruti Suzuki Alto K10 AMT.

Also Read:&nbsp;<a href="https://www.autox.com/reviews/car-reviews/datsun-redigo-amt-review-first-drive-103046/">Datsun Redigo AMT Review: First Drive</a>

&nbsp;

The AMT equipped Datsun Redigo is essentially driven by the very same engine and gearbox combination found on the Renault Kwid, because both the cars are mechanically quite identical.

Datsun is said to launch the automated manual transmission (AMT) equipped redi-GO in Q1, 2018. The AMT gearbox equipped redi-GO will be only available with the larger 1.0-litre version, which was launched in India in July this year.

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

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

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

 
 
 
 


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

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

 
 
 
 


<h2>So, what’s under the hood?</h2>

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


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

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

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

 
 


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

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




[tabs]

[tab title="Ferrari 12Cilindri Spider"]

Engine: 6,496cc V12 (Dry Sump) 

Transmission: 8-speed DCT

Power: 819bhp 

Torque: 678Nm
 
Acceleration: 0-100km/h 2.95 sec 

Fuel: Petrol 

Price:&nbsp;Rs 9.15 Crore Ex-showroom

X-Factor:&nbsp;Supremely engineered. Stupendously fast. Stunningly beautiful.

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

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

[/tab]

[/tabs]

Ferrari 12Cilindri Spider First Drive Review: Versatility in Verde

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

&nbsp;

[tabs]

[tab title="2025 Ather 450X"]

Motor: Permanent Magnet AC

Battery: 3.7kWh

Power: 8.4BHP

Torque: 26NM

Price: ₹1.87 Lakh (Ex-showroom Bengaluru)

X-Factor:&nbsp;The most fun and feature-rich e-scooter

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

			•&nbsp; Smart Design

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

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

[/tab]

[/tabs]

2025 Ather 450X Review: The e-scooter for Rallying?

Ather is not sitting on its laurels and is taking every opportunity to make its 450 range as robust and high-tech as possible.

2025 Camry Hybrid First Drive Review: Luxury and Performance with 25kmpl

The new Toyota Camry Hybrid is a big step up from the last generation when it comes to looks, features, and how it drives, and it’s definitely for the better.

Honda was probably the last big carmaker in India to enter the compact SUV scene with the <a href="https://www.autox.com/new-cars/honda/elevate/">Elevate</a>. While their product is quite impressive, the late entry means they’ve already lost a big chunk of the market to rival brands occupying the compact SUV space for almost a decade. On the other hand, the sub-compact sedan segment has quite a different story to tell. The <a href="https://www.autox.com/new-cars/honda/amaze/">Honda Amaze</a> has been around for a while and has done pretty well. It’s the company’s best-selling model, which consistently drives solid sales numbers for <a href="http://www.autox.com/new-cars/honda/">Honda Cars India</a>. The issue now is that aside from commercial (cab) sales, the growing trend is towards SUVs, which means compact car buyers are increasingly gravitating towards those more rugged-looking machines instead of sedans. Perhaps, that's why we don't see many updates in the compact sedan category. Thankfully, after the segment leader Maruti Suzuki Dzire, the Honda Amaze has also received a significant update. The company calls it a next-generation (third-gen) all-new model. However, we were a bit sceptical about the claim until we got behind the wheel of the new Amaze.

<iframe allow="accelerometer; autoplay; clipboard-write; encrypted-media; gyroscope; picture-in-picture; web-share" allowfullscreen="" frameborder="0" height="315" referrerpolicy="strict-origin-when-cross-origin" src="https://www.youtube.com/embed/5R_56OP1n5c?si=YZft7Jkd5WfBpTyH" title="YouTube video player" width="560"></iframe>

Also Read:&nbsp;<a href="https://www.autox.com/news/car-news/new-honda-amaze-basic-signature-and-utility-accessory-packages-explained-whats-different-119309/">New Honda Amaze Basic, Signature, and Utility Accessory Packages Explained: What's Different</a>

<h2>Best-looking sub-compact sedan?</h2>

Now, the new Amaze, referred to by the company as the third-generation model, is based on the outgoing second-generation model, with some additional structural reinforcements. The wheelbase remains unchanged, and the side profile looks almost identical to its predecessor. The only noticeable changes are at the front and the rear. While wheels now get a machined design, it doesn't significantly alter the overall side appearance of the car.&nbsp;

<img alt="New Gen Honda Amaze Rear Design" src="/uploads/2024/12/New-Gen-Honda-Amaze13.jpg" style="width: 1280px; height: 720px;" />

The front has undergone a complete redesign, taking inspiration from the Elevate. Features such as a mesh front grille with a flatter design and headlamp clusters show clear SUV influences. Additionally, the revised bumper also includes redesigned fog lamp housings. Moving to the back, you might be surprised by how much it resembles the Honda City, especially with the new 3D LED tail lamp clusters. In fact, if you are driving behind the new Amaze at night, you could easily mistake it for the City. The rear design is neat and clean, with no unnecessary elements.

<img alt="New Gen Honda Amaze Side View" src="/uploads/2024/12/New-Gen-Honda-Amaze14.jpg" style="width: 1280px; height: 720px;" />

Overall, while the third-generation Honda Amaze resembles the second-generation model, it combines the Elevate’s front styling with the City’s rear look. Despite the limited attractiveness in the sub-compact sedan market, it remains arguably the best-looking option available in India, offering a proper three-box design characteristic of a true sedan.

<h2>A Better Experience Inside?</h2>

Inside, you may not immediately notice the changes, for the cabin layout is familiar. However, there are quite a few updates, like the newly designed dashboard, with an 8-inch floating touchscreen infotainment system. This setup supports wireless Android Auto and Apple CarPlay, which is pretty cool. Below the infotainment, you'll find HVAC controls taken from the Elevate.&nbsp;What's great here is that everything has proper physical buttons, especially for the infotainment shortcuts.

<img alt="New Gen Honda Amaze Interior" src="/uploads/2024/12/New-Gen-Honda-Amaze-11.jpg" style="width: 1280px; height: 720px;" />

I really like the presence of physical controls, for it means you don't have to take your eyes off the road as much while driving. The dashboard’s design has been refreshed too, featuring a sleek dual-tone look with an aluminium strip, which adds a nice touch. While the beige part might seem soft to the touch, it’s actually hard plastic. While there are hard plastics all around the cabin, they look and feel decent overall. The flimsy central console in the old Amaze was a big annoyance, but that’s been fixed in this new version. The touchscreen works well and connects effortlessly to your smart devices, with both Android Auto and Apple CarPlay. Plus, the interface is simple and user-friendly. For device charging, the Amaze includes two USB ports up front, a 12V socket in the front and rear, and a handy wireless charging pad. A nice feature of the charging pad is that you can turn it off with a dedicated button. It would’ve been nice if Honda had included a Type-C port too, since most new smartphones use Type-C cables nowadays.

<img alt="New Gen Honda Amaze Infotainment" src="/uploads/2024/12/New-Gen-Honda-Amaze-9.jpg" style="width: 1280px; height: 720px;" />

The steering wheel looks like it has been lifted from the Honda City but without the leatherette feel. Still, it’s loaded with controls for the infotainment, ADAS features, and the info display on the new instrument cluster, which feels pretty City-like. The cluster has a 7-inch TFT display for all the important info, along with a traditional needle for speed. The seats have been given a bit of a makeover with better bolstering, but the cushioning and fabric remain the same as before, even in the higher trims. They’re quite comfortable, though. Space management has always been a top highlight of the Honda Amaze, and the new model just adds to it. It's been widened slightly, adding extra room for rear-seat passengers and more boot space.

<img alt="New Gen Honda Amaze Rear Seat" src="/uploads/2024/12/New-Gen-Honda-Amaze-1.jpg" style="width: 1280px; height: 720px;" />

Space was never an issue with the Amaze; it easily fits four adults and up to five mid-size suitcases. You might wonder why there’s a problem fitting a fifth person, and that's because the Amaze finally comes with rear AC vents, which were much needed. However, those centrally-mounted vents can make legroom a bit cramped for the person sitting in the middle at the back. On the bright side, the cabin now cools down faster and better than before.

<h2>Drives Differently?</h2>

The driving experience of the third-generation Honda Amaze is again not a complete departure from the outgoing version, especially in terms of ergonomics. That, however, was not even a problem in the previous iteration. The steering wheel, driver seat, and foot pedals are excellently positioned, instantly offering you a comfortable driving posture. Coming to the drivetrain, the same 1.2-litre four-cylinder i-VTEC petrol engine is the sole option here, and it continues with the same 5-speed manual and CVT automatic gearbox options to choose from in all three trim levels. While most other brands have shifted to more economical three-cylinder configurations, the Amaze still offers the four-cylinder configuration, but the good thing is that it's slightly more refined. Now, we expected Honda to add a bit more punch to this drivetrain, but unfortunately, that's not the case. It continues to deliver about 89 horsepower and 110Nm of torque. Now, the power output here is pretty adequate for this kind of setup, but the torque could have been improved. Honda says that they have altered the tuning of the engine as well as of the gearbox a bit, but we didn't quite feel the changes. The engine still sounds strained when you press hard on the throttle pedal, but you don't quite feel inside the cabin, perhaps, because the overall structure is now more strengthened. Honda also seems to have reworked the insulation of the Amaze, for it filters out the engine noise and road harshness more effectively, offering a slightly quieter ride experience than before.

<img alt="New Honda Amaze Front and Side Design" src="/uploads/2024/12/New-Gen-Honda-Amaze-12.jpg" style="width: 1280px; height: 720px;" />

Now, coming to the gearbox, we drove the CVT version of the new Honda Amaze. This is probably the only car on the market with the smoother CVT gearbox, as most of the competition has shifted to AMTs, with the fun of paddle shifters whenever you need a manual downshift for overtakes or engine braking.

<img alt="Honda Amaze Gear Shift" src="/uploads/2024/12/New-Gen-Honda-Amaze-10.jpg" style="width: 1280px; height: 720px;" />

One thing that I was expecting in the new Amaze was a better suspension setup. However, it feels more or less the same as that of the outgoing model. The softer setup of the car gobbles all the road undulations without any hiccup at low speeds, but the high-speed damping and the stability beyond three-digit speeds remain questionable. Maybe that's another reason Honda is not even offering any more powerful drivetrain options. To be honest, this setup is near perfect for your daily city commutes as well as some occasional short weekend escapes, especially considering the enhanced safety kit of the new Honda Amaze.

<h2>The Most Affordable ADAS&nbsp;Car in India</h2>

Honda has enhanced the structure of the Amaze by incorporating 45 per cent high-tensile steel, reflecting their commitment to safety. The vehicle comes equipped with a range of safety features, including six airbags, ABS with EBD and Brake Assist, rear parking sensors, Hill Start Assist, Vehicle Stability Assist (VSA) with Electronic Stability Control, Traction Control, and ISOFIX-compatible rear seats. Additionally, all five passengers have access to seatbelts and head restraints, starting from the base V grade. The mid-level VX grade adds a rearview camera and a Lane Watch system, which provides a view of the side lane on the infotainment screen when the turn indicators are activated. This feature is particularly useful, as it helps minimise blind spots when changing lanes or directions.

<img alt="New Gen Honda Amaze Front Camera" src="/uploads/2024/12/New-Gen-Honda-Amaze-14.jpg" style="width: 1280px; height: 720px;" />

The standout feature of the new Amaze is in the top-end ZX grade, which starts at Rs 9.67 lakh (ex-showroom) for the manual transmission variant. It is now the most affordable car in India to offer an Advanced Driver Assistance System (ADAS) package. It includes Honda Sensing technology, which, in the Elevate SUV,&nbsp;has previously performed well in tests. This camera-based system includes features such as Collision Mitigation Braking, Road Departure Mitigation, Lane Keep Assist, Adaptive Cruise Control, Lead Car Departure Notification, and Auto High Beam. While these features enhance safety during forward motion, there is no ADAS support for reversing.

This is the first time a manufacturer has introduced a level-2 ADAS package in a car priced under ten lakh rupees, which is a significant milestone. Overall, these features contribute to making the Amaze a safer choice compared to many other options on the market. In fact, the Elevate, which uses the same Honda Sensing technology, was one of the top performers in our recent Mega ADAS test.

<h2>Next-gen or Facelift?</h2>

While the platform and drivetrain remain unchanged, we can't truly categorise this as a next-generation version. However, the numerous updates both inside and out, along with the addition of new features, make it much more than just a simple facelift. As mentioned earlier, it is arguably the best-looking car in its segment.

Also Read:&nbsp;<a href="https://www.autox.com/reviews/car-reviews/mega-adas-test-cover-story-exclusive-stories-118393/" rel="bookmark" title="Mega ADAS Comparison Test: Curvv EV vs Seltos vs Elevate vs Verna vs Astor vs XUV700 vs XC40 Recharge">Mega ADAS Comparison Test: Curvv EV vs Seltos vs Elevate vs Verna vs Astor vs XUV700 vs XC40 Recharge</a>

Honda has decided not to offer a base variant this time, perhaps, because&nbsp;sales patterns suggest that most customers opt for either the mid or top variants. For these variants, Honda has packed the new Amaze with features right from the starting point. Although it lacks certain luxury features like a sunroof or an automatic IRVM, it includes all the essentials and offers enhanced safety. Consequently, the Honda Amaze is a great value-for-money offering in the compact sedan segment.

[tabs]

[tab title="Honda Amaze"]

Engine: 1,199cc / 4-Cylinder / Naturally-Aspirated

Fuel: Petrol

Transmission: CVT / Front-Wheel Drive

Power: 89bhp @ 6,000rpm

Torque: 110Nm @ 4,8000rpm

Price: ₹8.00 – 10.90 Lakh (Ex-Showroom)

X-Factor: It offers everything you need in your&nbsp;daily&nbsp;ride.

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	<tbody>
		<tr>
			<td>
			Pros &nbsp;&nbsp; &nbsp;&nbsp;&nbsp; &nbsp;&nbsp;&nbsp; 
			•&nbsp;Design, Safety and Space
			</td>
			<td>
			Cons 
			• Less exciting powertrain
			</td>
		</tr>
	</tbody>
</table>

[/tab]

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New Honda Amaze First Drive Review: Next-Gen or Facelift?

The new Honda Amaze is now the most affordable car in India to feature Level-2 ADAS. However, is it actually an improvement compared to its predecessor?

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