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<p>Force Motors Limited is the flagship company of the Firodia Group, a firm with extensive experience in the automotive domain spanning across 60 years. From 1958 to 2005, the company was known as Bajaj Tempo Motors because it originated as a joint venture between Bachraj Trading Limited and Germany's Tempo.</p>

<hr />
<p>The founder, late Shri N.K. Firodia gave the term ‘Autorickshaw’ to the world which now finds itself in the Oxford Dictionary. The company is a pioneer of India's LCV industry and is well known for commercial products like the Tempo Matador (the first diesel LCV in India), Minidor and the Traveller. Over the last five decades, it has partnered with global manufacturers including Daimler, ZF, Bosch and MAN.</p>

<p>In 2015, Force Motors inaugurated its new facility at Chennai to produce and test engines for all BMW cars and SUVs made in India. Following suit, Mercedes-Benz, in 2016, entered into an alliance with Force Motors where the latter would produce axles and engines for all Mercedes-Benz cars made in India.&nbsp;&nbsp;</p>

<p>While Force Motors is predominantly a player in the CV segment, the first new Force Motors car in India was the Force One, launched in 2011. In 2013, the latest Force Motors’ cars in India was a tough off-road vehicle, the Gurkha which completes the company’s 2018 passenger vehicle product line-up. What helped the Gurkha in its initial days was the aggressive price. Force Motors cars, as of 2018, has more than 40 dealerships across India.</p>

<p>Force Motors car prices start from around ₹9 lakh for the 2018 Gurkha. All Force Motors car price listings can be found on the website of autoX.</p>


Force Motors Cars : As you may know, Force Motors is an automaker that is synonymous with making rugged vehicles in India. Let us tell you all about the cars Force Motors has on sale in India right here.

<p><em><strong>The new Xtreme model of the Gurkha has been custom built for one of the most demanding clients in the world – the Indian Army!</strong></em></p>

<p>There’s something inherently special about purpose-built automobiles – not only do they exude a sense of uniqueness but they also flaunt their intentions in terms of design. Unfortunately, in India, we haven’t really seen a significant number of purpose-built machines from our homegrown carmakers. But, then, you can’t ignore the fact that the Indian automobile industry is a relatively young industry – our homegrown automakers just haven’t had enough time. But that’s not to say that there haven’t been any attempts. One such attempt was the DC Avanti sports car. But only a handful of examples of the Avanti have been made. So it’s Force Motors, with the Gurkha, that can truly lay claim to the title of the first real purpose-built Indian automobile.</p>

<p>Named after the fearsome Nepalese fighters, the Gurkha was developed by Force Motors as a vehicle with off-roading abilities unlike any other vehicle on sale in India. When it first made its debut, only a handful of units were produced. At the time, it was referred to by the company as the Black Beauty. It was in 2014 that full-scale production of the Force Gurkha began.&nbsp;</p>

<p>https://www.youtube.com/watch?v=nDW0mPwv0Bk</p>

<p>Over the years, Force has produced different iterations of the Gurkha, such as the Xplorer and Xpedition, which are available in both three- and five-door models. And now, in keeping with its nomenclature of using ‘X’ as the first letter of the name – Force Motors has introduced the new flagship model of the Gurkha called the Xtreme. As the name suggests, the Gurkha Xtreme is indeed the most extreme version of the Gurkha to have hit Force’s showrooms. Don’t be fooled by the fact that it looks similar to its siblings. Sure, it has the same body shell as the other models, but in terms of the mechanical bits, the Gurkha Xtreme is a remarkably different machine. After all, its custom built for the Indian army. &nbsp;</p>

<p><strong>The business end</strong><br />
The Indian army operates in all kinds of terrain – flat plains, coastal areas, dry hot deserts, humid rain forests and, of course, the towering heights of the mighty Himalayas, with temperatures as low as minus 40-degrees. So, when Force Motors tendered for a trail vehicle for the extreme needs of the Indian army, they had to completely rework the Gurkha to ensure that it can deliver. As a result, the Gurkha Xtreme gets a new ECU, engine, gearbox, transfer case, axles, as well as a new suspension setup. Essentially, the Xtreme version of the Gurkha is an all-new vehicle.&nbsp;</p>

<p><img alt="Force Gurkha Xtreme Steering Wheel" src="/uploads/2019/03/force-gurkha-xtreme-steering-wheel.jpg" /></p>

<p>The engine is a 2.1-litre, four-cylinder, common-rail turbo diesel unit sourced from Mercedes-Benz. The five-speed gearbox has been borrowed from Mercedes too, while the transfer case is a Borg Warner unit, while the front and rear axles are Dana 44s. The new ECU is a Bosch unit and, as you will soon learn, an amazing one at that.</p>

<p><strong>Imposing to look at</strong><br />
While the Xtreme comes with a 3-inch lift kit as standard, taking its height to an imposing 2,075mm, the vehicle that you see here has an accessory pack that makes it even taller with that roof rack in place. Other components that the accessory kit – which costs `1.5 lakh – brings to the party include a front windshield guard, a jerry can holder and ladder at the back, a rear bumper guard, alloy wheels and a set of off-road tyres. These elements, combined with that flared plastic cladding around the lower section, a snorkel and its spring over axle setup, allow the Gurkha Xtreme to stand tall on the road. It even towers over the likes of the Toyota Fortuner!</p>

<p><strong>Utilitarian interior</strong><br />
The interior of the Xtreme is identical to that of the Xplorer and Xpedition, sharing their distinctly spartan layout – something that’s not surprising, given the application of the vehicle. So, when you get inside, be prepared for a decidedly industrial setting. Aside from the fixed steering wheel, the ergonomics seem to be okay, with all the levers and controls within easy reach. The only exception is the front differential lock lever, which is placed quite far away from the driver on the left side of the gear lever.&nbsp;</p>

<p><img alt="2019 Force Gurkha Xtreme Engine" src="/uploads/2019/03/force-gurkha-xtreme-2-2-litre.jpg" style="width: 642px; height: 336px;" /></p>

<p>Twist the key, and the Mercedes-Benz engine comes to life in a very refined and composed manner. The clutch pedal has a lot of travel and is on the heavier side. But once you get going, irrespective of how you drive the Xtreme, the engine always remains refined and composed. With peak torque of 321Nm coming in from as low as 1,600rpm, the Xtreme has good low-end grunt at all times.&nbsp;</p>

<p><strong>In its element&nbsp;</strong><br />
We took the Xtreme to an off-road track to put it through its paces. Let’s begin with the steering. Well, it doesn’t exactly ooze feedback, especially with those mud terrain tyres fitted, but you must remember that this is a purpose-built vehicle after all – you need to get used to it. And once you do get accustomed to it, the Xtreme will never leave you second guessing its intentions from behind the wheel. For most obstacles on the track, I didn’t even have to put the four-wheel drive in low range. 4WD high gives you enough grunt to go over even inclines and over axle benders. And it’s here that its remarkable ECU comes into play. Even though it’s a hardcore mechanical vehicle, the ECU gives the Xtreme features such as hill descent control by retaining 1,000rpm at all times and limiting power to wheels. It does the same while going uphill too. Put the vehicle in 4WD, slot into first gear and take your feet off all pedals, and the Xtreme will simply hold 1,000 rpm while climbing up or going down an incline. All you have to do is steer – very impressive indeed!</p>

<p><img alt="Force Gurkha Xtreme Front View" src="/uploads/2019/03/2018-force-gurkha-xtreme.jpg" style="width: 642px; height: 336px;" /></p>

<p>Turning up the torque multiplication and engaging 4WD low allows you to easily drive into deep ruts and drive out of them without breaking a sweat. The super smooth Mercedes-Benz OM611 engine has oodles of grunt. The new long travel coil spring suspension is mounted over the Dana 44 rigid axles, which allows the Gurkha to have far greater suspension travel than any other standard 4x4 in India. This essentially means that the Gurkha can drive into deeper ruts or climb over higher obstacles.</p>

<p>Now, factor in the Xtreme’s admirable 44° approach angle, 40° departure angle and an unbeatable 30° breakover angle – thanks to its short wheelbase – along with its 210mm ground clearance, and you have a car that can attack far more challenging obstacles than any other off-roader on the market. Of course, the underbody protection and 550mm wading depth help its cause as well.&nbsp;</p>

<p>All this ensures that the Xtreme is never out of its depths on even the most extreme off-road terrain. Honestly, the off-road track in Gurgaon didn’t have challenging enough obstacles to push the Xtreme to its extreme – pun intended! We didn’t even have to lock the front and rear differentials.&nbsp;</p>

<p>Yup, the final ace up the Xtreme’s sleeve are its locking differentials. Should you ever get stuck – and you will when you start pushing the boundaries of off-roading – all you have to do is pull on the differential lock lever depending on the wheels that are stuck. This will ensure that both wheels are locked together with the axle, making them turn in tandem at the same speed and giving the vehicle more power to get itself unstuck.&nbsp;</p>

<p>And if locking one differential doesn’t get you unstuck, locking the other one will ensure that all four wheels get a monstrous amount of torque and turn at the same speed to get the Xtreme going again. Now you must remember that locking the differentials will not let the inside and outside wheels turn at different speeds, as they do while negotiating a turn. So, you must disengage the differential locks the moment you get unstuck.&nbsp;</p>

<p>The Gurkha Xtreme, then, has all the hardcore hardware it needs for the most challenging terrain. However, it’s not the most dynamically capable vehicle out there. Its spring over axle setup results in a fair amount of body roll, and the driver doesn’t get much feedback from the wheels. But that’s just the nature of a spring over axle setup.</p>

<p><img alt="Force Gurkha Xtreme Low Angle" src="/uploads/2019/03/force-gurkha-xtreme-low-angle1.jpg" /></p>

<p>In short, all these features lend the Xtreme commendable off-road credentials, but the Gurkha Xtreme isn’t a vehicle that you will enjoy for cross country touring. And those off-road tyres don’t help with steering feedback either.&nbsp;</p>

<p><strong>Built for a purpose&nbsp;</strong><br />
The Force Gurkha Xtreme is unlike any other off-road vehicle in India, with its locking differentials, 3-inch lift kit, spring over axle setup and full underbody protection. It’s undoubtedly the most hardcore production spec off-roader we’ve ever seen in India. There is even a cold start kit that Force offers for the Xtreme. Priced at `13,000, the kit consists of a gird heater that’s mounted between the intake elbow and intake manifold to heat the air going into the cylinders for combustion during cold starts in sub-zero temperatures. Aside from the grid heater, the kit consists of a wiring harness for the ECU and a high current relay system.&nbsp;</p>

<p>Now, you know that the Gurkha Xtreme means business every step of the way. The only thing left to see is just how it fares in the hands of the Indian army in terms of durability and reliability. &nbsp;&nbsp;</p>

<hr />
<p><img alt="Force Gurkha Xtreme Capability" src="/uploads/2019/03/force-gurkha-xtreme-4x4-capability.jpg" /></p>

<p><em>The 44° approach angle, 40° departure angle and an unbeatable 30° breakover angle, along with 210mm ground clearance, mean that you can attack far more challenging obstacles than any other off-roader on the market. Of course, the underbody protection and 550mm wading depth helps as well.</em>&nbsp;</p>

<p>[tabs]</p>

<p>[tab title="<strong>Force Gurkha Xtreme</strong>"]</p>

<p><strong>Engine:</strong>&nbsp;2,149cc 4-Cylinder / 16-Valves Turbocharged&nbsp;</p>

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

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

<p><strong>Power:&nbsp;</strong>138bhp @ 3,800rpm</p>

<p><strong>Torque:</strong>&nbsp;321Nm @ 1,600 – 2,400rpm</p>

<p><strong>Price: </strong>₹ 12.99 lakh (ex-showroom)</p>

<p><strong>X-Factor:&nbsp;</strong>The most hardcore production 4x4 on sale in India.&nbsp;</p>

<table cellpadding="1" cellspacing="1">
	<tbody>
		<tr>
			<td>
			<p><strong>Pros &nbsp;</strong>&nbsp; &nbsp;&nbsp;&nbsp; &nbsp;&nbsp;&nbsp;<br />
			•&nbsp;Phenomenal off-road capabilities<br />
			•&nbsp;Heavy duty hardware</p>
			</td>
			<td valign="top">
			<p><strong>Cons</strong><br />
			• Utilitarian<br />
			•&nbsp;High NVH on road</p>
			</td>
			<td>&nbsp;</td>
		</tr>
	</tbody>
</table>

<p>[/tab]</p>

<p>[/tabs]</p>


Force Gurkha Xtreme Review: First Drive

The Force Gurkha Xtreme is a special purpose-built automobile to suffice the needs of the Indian Army while exuding a sense of uniqueness in its character. We pit the Force Gurkha Xtreme to extreme off-road conditions. Find out more in our review.

<p><strong>The 2017 Force Gurkha might look identical to its predecessor, but underneath, it is, in fact, a new-generation model. </strong></p>

<p>I have always had a soft corner for the Force Gurkha for two primary reasons. Its boxy design is exactly how I imagined SUVs as a kid in my drawing books. And secondly and more importantly, its malleability is praiseworthy. Just look at some of the Force Gurkhas modified for the Rainforest Challenge and you will know what I am talking about. But aside from these aspects, the Gurkha had more than a few sneers. Now, the company has brought a new-generation model and it promises to be significantly improved. We took it for a spin from Pune to Kamshet and off the tarmac into the fields to find out if it has truly improved.</p>

<p><img alt="2017 Force Gurkha Xplorer and Xpedition Rear Static" class="alignnone size-full wp-image-101390" src="/uploads/2017/07/force-motors-gurkha-review-rear-static-m.jpg" style="width: 642px; height: 336px;" /></p>

<p>First things first, the 2017 Force Gurkha retains the boxy design cues of its predecessor. That being said, they have made a few tweaks in the overall design and it sure does make the brawny SUV more likeable. The bold three-slat grille gives way to a single-slat one that flaunts the Force Motors emblem in the centre. The front and rear bumpers are now sleeker and are draped in matte black paint, just like the squared wheel arches. The circular tail lamps have given way to horizontally stacked ones. The 2017 Gurkha also gets a new set of alloy wheels. Call it minimalistic, but I still like the way the Gurkha looks from the outside.</p>

<p><img alt="2017 Force Gurkha Xplorer and Xpedition Interior" class="alignnone size-full wp-image-101386" src="/uploads/2017/07/force-motors-gurkha-review-interior-m.jpg" style="font-weight: 300; width: 642px; height: 336px;" /></p>

<p>The same however cannot be said about the interior. The 2017 iteration continues to borrow the dashboard from the previous generation model - this means that the fit and finish is still poor and the plastic quality is below average too. Moreover, considering that Force Motors says that the Gurkha (in the Xplorer variant) is targeted towards off-road enthusiasts, the sheer absence of creature comforts does not go unnoticed. The only features that the Gurkha gets is an air conditioner and a 12v charging socket. That aside, it doesn’t get an integrated music system, power windows, central locking, electric ORVMs, tilt adjustable steering wheel or even height adjustable driver seat.</p>

<p>Yes, these changes to the exterior and interior are minor, especially considering that it is a new-generation model. But underneath the body is where the real work has been done. The Gurkha is now based on a C-in-C chassis as opposed to the tubular frame. While the front wheels are mounted on an independent suspension, at the back, it comes with coil springs instead of leaf springs. All these changes have resulted in an extremely plush ride quality. On our drive to Kamshet, we encountered some pretty bad roads and the new Gurkha tackled them all without tossing us around in the cabin. While the softer setup works well on bad roads, out on the highway it feels bouncy while riding over uneven joints.</p>

<p>Despite its size, the new Gurkha is a lot easier to turn than its predecessor and the credit for that must be given to the new rack and pinion steering. The effort could have reduced considerably had the steering been a little more tilted towards the driver.</p>

<p><img alt="2017 Force Gurkha Xplorer and Xpedition Action Side" class="alignnone size-full wp-image-101392" src="/uploads/2017/07/force-motors-gurkha-review-in-action-side-m1.jpg" style="width: 642px; height: 336px;" /></p>

<p>Getting to the meat of the matter, the 2017 Gurkha continues to be plonked with the same 2.6-litre diesel motor from the predecessor. Force Motors has however tuned it to comply with the BS IV norms. If you have driven the old Gurkha, the first thing you will notice when you crank the engine of this new model is the significant improvement in refinement and NVH levels. There is a linear hum from the engine even when you are cruising at speeds of over 70km/h but it isn’t an annoying sound. Of course, considering the bulk of the car, the 85bhp motor does feel lethargic and it struggles to gain speed, but at least the 230Nm of torque ensures that overtaking is easy. The new Gurkha also gets a new 5-speed transmission but thankfully the throws are a lot shorter now. While it sure is notably smoother than the one on the previous-gen model, you can still feel it is a bit too rubbery -&nbsp;an irritant while driving in traffic. That challenge, however, willing accepted by the availability of torque as low as 1,400rpm.&nbsp;While in moving traffic, you can simply slot it in third and let the torque do the rest of the job for you.</p>

<p>The new Gurkha is being made available with two options – Xplorer (4x4) and the Xpedition (rear-wheel drive). At 4.3 metres, the Xpedition is the longer of the two and comes with 6 + D or 8 + D options. Force Motors has been able to manage this configuration thanks to the long 2,750mm wheelbase. The Xplorer, on the other hand, has a shorter 2,400mm wheelbase due to which it accommodates a maximum of eight persons. Weirdly, the 4x4 despite having the additional lever comes with a few cubbyholes and bottle holders in the centre, something that the RWD misses out on.</p>

<p><img alt="2017 Force Gurkha Xplorer and Xpedition Rear" class="alignnone size-full wp-image-101389" src="/uploads/2017/07/force-motors-gurkha-review-rear-m.jpg" style="font-weight: 300; width: 642px; height: 336px;" /></p>

<p>While we had a lot of fun sliding the rear-wheel drive Xpedition around on grassy surfaces, it will probably be used as a commuter in small towns. But if you are an off-road enthusiast, the Xplorer is the one you should be looking at. Not only do you have 4H and 4L to your rescue while driving off the road, the Gurkha Xplorer also comes with front and rear diff locks. Mucky surfaces, river crossings or rocky hills, the Xplorer manages to make its way through anything. Sadly, we couldn’t test the Gurkha Xplorer’s off-road ability to the limit due to the road-focused tyres, but Force Motors offers Maxxis Bighorn off-road tyres as optional fitment if you wish to do that. Brakes could have been sharper as the bite only comes after you’ve dug your foot a bit deep and it can get a bit scary in emergency situations.</p>

<p>Force Motors has smartly packaged the Gurkha in two variants for different target audiences. The Xpedition is for the tier 2 towns and rural markets while the Xplorer is for the off-road enthusiasts, and in both the trim options the Gurkha performs well for the most part. While it is clear that Force Motors has worked hard to improve mechanicals of the Gurkha, the absence of creature comforts and the sub-par interior quality stick out like a sore thumb. But if you are the kind that likes to customise your own SUV, the Force Gurkha is just the thing for you. But before the Gurkha makes its way into an enthusiast's garage, it has the Mahindra Thar in its crosshairs and to beat that is going to be quite a challenge.</p>

<p>&nbsp;</p>


Force Gurkha Xplorer and Xpedition Review, First Drive

The Force Gurkha Xplorer and Xpedition are two compact crossovers that offer stupendous off-road capabilties and a massive street presence. But, is it good enough to beat the Mahindra Thar at its own game? Read on.

<p><em>The underrated Force Gurkha recently achieved a major&nbsp; milestone with its win in the inaugural Rainforest Challenge in India – perhaps the most gruelling off-roading competition ever held in the country. We take a ride in the competition vehicle for our Force Gurkha and to get a sense of just how capable it really is.</em></p>

<p>Most&nbsp;of us are quite familiar with the regular line-up of vehicles that Force Motors produces. There is, of course, the ubiquitous Force Traveller – the people carrier of choice in the tourist circuit – as well as various iterations of the Trax utility vehicle, which is quite popular across the country as a commercial people carrier, and, in some cases, also an ambulance.</p>

<p>However, one of the lesser-known vehicles in the Force line-up is perhaps the most fascinating of them all – the Force Gurkha. Initially aimed at the armed forces – to fulfil their requirement for a sturdy, all-terrain vehicle – the Force Gurkha has, over the past few years, made an entry into the personal vehicle segment. It offers a huge breadth of capability, with its sturdy Mercedes-derived 81bhp engine, and, more importantly, its four-wheel drive hardware – which includes both front and rear differential locks, and a snorkel intake to bolster its water wading capabilities. Naturally, if one was to look for a vehicle that would excel off-road, the Force Gurkha is the vehicle of choice in our market. As a result, it has a small, but loyal, club of fans who swear by these vehicles.</p>

<p><img alt="Force Gurkha Rear View" class="alignleft size-full wp-image-31343" src="/uploads/2014/10/feature-force-gurkha-oct-2014-pic10.jpg" style="width: 700px; height: 375px;" /></p>

<p>So, when word spread that the internationally renowned Rainforest Challenge was making its way to India, it was a no-brainer for Force Motors to participate in the event to show off the Force Gurkha’s off-road capabilities to the perfect target audience. Given how tough the Rainforest Challenge is as a competition, and the extremes it pushes the participating vehicles to, the Force Gurkha – like all the other competing machines – needed to be properly prepped to give it a chance at the win.</p>

<p>The first, and perhaps most important change we realised during our Force Gurkha, was to replace the engine and gearbox – and so the Force Gurkha RFC was fitted with the 2.2-litre turbocharged engine from its Force One sibling, which produces 139bhp and, more importantly, 321Nm of torque – this engine too is produced under license from Daimler. The increase in power and torque ensured that the Force Gurkha wouldn’t be short of grunt to claw its way out of even the toughest obstacles. It was also kitted out with other essentials, such as the hydraulic power steering from one of the tractors that Force Motors manufactures – without which there would have been a limitation in the suspension articulation. Then came the raised suspension, with long travel shocks and larger, off-road tyres to improve traction. Of course, there was also the addition of the all-important front-mounted winch. Overall, the changes were about the extending the capabilities of the vehicle – which were already pretty impressive at the outset.</p>

<p><img alt="Force Gurkha Motion" class="alignleft size-full wp-image-31345" src="/uploads/2014/10/feature-force-gurkha-oct-2014-pic8.jpg" style="width: 700px; height: 375px;" /></p>

<p>We arrived at the Force plant on an overcast day, with a dedicated test-track set up for us to get a small taste of the capabilities of this RFC prepped Force Gurkha. And the weather didn’t disappoint. Just before we would begin our demo run, the skies opened up and it started pouring – making the terrain even more interesting. So, while the track offered a combination of deep ditches, steep inclines, and almost vertical drops, along with a long row of deep ditches designed to show off the articulation capabilities of the Force Gurkha, the addition of slush only made things more interesting.</p>

<p>As one would expect from a vehicle that won the Rainforest Challenge outright, the small test track proved to be surprisingly easy to tackle – with the Force Gurkha working its way through the obstacles without looking like it was even being tested for our Force Gurkha. Which was perhaps the point of it all – building a vehicle that could tackle the toughest challenges without being stretched to its full capability. The outstanding bit was the raw grunt being delivered by the engine, powering it up steep inclines with barely any throttle input needed at all – while the massive articulation and the short front and rear overhangs ensured that the body had no issues traversing the deepest ditches and dips.</p>

<p><img alt="Force Gurkha Front View" class="alignleft size-full wp-image-31347" src="/uploads/2014/10/feature-force-gurkha-oct-2014-pic6.jpg" style="width: 700px; height: 375px;" /></p>

<p>If you’re an off-road enthusiast, the obvious question is – when can I buy one in this spec? Well, they’re still contemplating whether to actually produce the Force Gurkha in this trim. While it’s not difficult for them to actually make, since most of the components come from their own parts bin – given the very niche nature of the machine, developing a business case becomes more than a little tricky.</p>

<p>But, if you are looking for one – and I can’t imagine what your average commute looks like if you need a machine like this – do get in touch with Force Motors and egg them on to actually produce an RFC Force Gurkha. Because, you never know, they mighty actually do so...</p>

<p><strong>While at the Force Motors plant to experience the Force Gurkha, we also got the chance to chat with Mr. Prasan Firodia, MD of Force Motors, about their participation in the Rainforest Challenge.</strong></p>

<p>For Force, as a manufacturer, how big a decision was it to participate in, and sponsor, the RFC in India?</p>

<p>It was a very big decision, in fact. If you look at the kind of events that we’ve seen in the past in India, none of those have had this level of off-roading. So, that was one challenge, do people even know what the Rainforest Challenge really is? But what we did know with the RFC was the calibre of the event, and so, if you enter the RFC and do well, it says a lot about your product and its capabilities. Then again, the other challenge was that motorsports is something that we’ve never done before. But we do want to build an off-roading culture in India, and we think there’s huge potential there. But, it wouldn’t help just to be associated with the RFC for one year – because the first year would see a lot of potential participants merely watching the event to understand how challenging it really is. So, a longer association with RFC will definitely be more beneficial for us. And then we said, just sponsoring it will get us some awareness – as the Force Gurkha will get connected with the RFC – but why not participate in it as well? And that’s where the bigger challenge lay, but we said let’s take on this challenge – because we knew that the Force Gurkha is an extremely capable machine, and it worked out well for us in the end. So, we’re very happy with not just being the sponsor, but preparing vehicles and creating a team that ended up winning the RFC. The whole process was very challenging, but also extremely rewarding in the end.</p>


Force Gurkha Review, Test Drive

When conquering some serious terrains, off-roading and driving off-tarmac comes to mind, the Force Gurkha pops into the head. We conquer some serious terrains in our Force Gurkha review to find out how capable this mad machine is.

Force Motors Gurkha [2017-2020] price starts at ₹ 975000. Check specifications, features, mileage, colours, variants, images, FAQs, news, reviews, and videos.

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Force Motors

Force Motors Gurkha [2017-2020]

Decent off-roader

<p>Gurkha is a good car for using in rural areas. I use it to visit my farm daily. The only problem with it is the suspension is too hard. Not good at going over speed breakers.</p>


Thar is better

<p>I like Mahindra Thar more, because it looks like a replica of Jeep Wrangler. Gurkha is fine, but somehow, I don't like the look from the side, and it's not at all a smooth vehicle.&nbsp;</p>


Strong vehicle

<p>The body frame of Gurkha is fantastic; it feels very solid and sturdy. Thar looks better, but I would like to try out the Gurkha and then modify it to look like Merc G-Wagen. &nbsp;</p>


RightHandDriving

2596 CC

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

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

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

    
  
    
  


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

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

    
  
    
  


<h2>So, what’s under the hood?</h2>

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


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

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

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

    
  


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

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




<p>[tabs]</p>

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

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

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

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

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

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

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

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

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

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

<p>[/tab]</p>

<p>[/tabs]</p>


Ferrari 12Cilindri Spider First Drive Review: Versatility in Verde

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

<p>&nbsp;</p>

<p>[tabs]</p>

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

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

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

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

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

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

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

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

			<p>•&nbsp; Smart Design</p>

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

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

<p>[/tab]</p>

<p>[/tabs]</p>


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