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<p>Ford India Pvt Ltd (FIPL) is a wholly-owned subsidiary of the Ford Motor Company in India. After abandoning operations in 1954, Ford India re-entered the Indian automotive scene in 1995 as Mahindra Ford India Limited (MFIL), a 50-50 joint venture with Mahindra &amp; Mahindra Ltd. In March 1998, Ford bought a controlling stake in the venture and renamed it as Ford India Pvt Ltd.</p>

<hr />
<p>The first ever Ford car in India was the Escort, which was later replaced by the locally built Ford Ikon, launched in 1999. The company later introduced models such as the Mondeo in 2001, Endeavour in 2003 and the Fusion MPV in 2004. Since its entry in India, Ford has invested more than USD 2 billion to expand its manufacturing facilities and sales &amp; service footprint in the country. In March 2010, yet another Ford car model was added to the line-up, a made-for-India small hatchback, the Figo, which had been specifically designed for the Indian mass market. In 2016, Ford brought its iconic V8 thoroughbred muscle car, the mighty Mustang, to the Indian shores.</p>

<p>Ford India manufactures and exports vehicles and engines made at its manufacturing facilities in Chennai, Tamil Nadu and Sanand, Gujarat. The plant at Sanand was inaugurated in March 2015 and the sub-four-metre compact sedan, the Figo Aspire, became the first model to roll off its assembly line. The range of all Ford cars in India consists of the Figo, Figo Aspire, EcoSport, Endeavour, Freestyle and the Mustang, which also form the company’s 2018 product line-up. Ford India has gone to great lengths to ensure their cars are not just affordable to buy, but to maintain as well. As a result, service costs and spare part prices are the lowest for Ford cars in India as of 2018, in respect to their competition.</p>

<p>As of April 2016, Ford had more than 376 sales and service outlets in 209 cities across India. As part of its strategy to ‘Make in India’, Ford continues to strengthen India as a centre of excellence for small cars and lower capacity engines. The company had embarked on an accelerated export strategy and as of 2016, exported the Next-Gen Figo, Aspire and EcoSport to over 40 markets around the world.</p>

<p>Ford car prices start from around 4.8 lakh rupees for the 2018 Figo and go up to double-digit figures for rest of the line-up. Ford car price listings can be found on the website of <a href="https://www.autox.com/">autoX</a>.</p>


<p><em><strong>To be quintessentially Ford, a car needs to have good build quality, great suspension and excellent drivability. We drive the latest Figo to see if it still possesses those traits.</strong></em></p>

<p>In terms of sales volumes, the Figo did wonders for Ford India. Ever since the first-generation Figo was launched in India, Ford’s sales charts took a massive leap. Fundamentally, there were many reasons for this success – the Figo was frugal, with excellent suspension and fantastic steering feel. In short, it was a car that people enjoyed driving.&nbsp;</p>

<p>Of course, the Indian market has evolved massively since the launch of the first Figo. And, with increasingly stiff competition, the benchmarks are changing rather quickly. In such a competitive market, the new Figo – with over 1,200 changes, according to Ford – is aiming to pose a serious challenge to the segment leaders.&nbsp;</p>

<p><img alt="Ford Figo Side Profile" src="/uploads/2019/03/New-Ford-Figo-Blue-side-profile.jpg" /></p>

<p><strong>Black &amp; Blu&nbsp;</strong><br />
First up, as far as the design is concerned, it retains a balanced stance and that big Ford family front grille – now available in a Black finish on the Blu version that you see here. The Blu edition also comes with 15-inch alloys as standard, while the rest of the range gets 14-inch wheels as standard.&nbsp;</p>

<p>Inside, I quite like the all-black interior, which is a rare find in the beige-obsessed Indian market. The neon blue highlights on the car – both inside and out – are a nice touch. The standard fit 7-inch touchscreen is also quite pleasing to operate, even though it misses out on Ford’s latest SYNC multimedia system. On the safety front, the Figo comes with two airbags as standard, with the topmost variants getting six airbags and ABS. &nbsp;</p>

<p><img alt="Ford Figo Interior" src="/uploads/2019/03/New-Ford-Figo-Interiors-6.jpg" /></p>

<p>Under the bonnet, the Figo now comes with three engine options – two of which we got to sample on our test drive. First is the de rigueur diesel engine. Then, there are two petrol engine options. The manual version of the Figo in petrol trim comes with a 1.2-litre engine with 95bhp, while the sole automatic version comes with a 121bhp, 1.5-litre engine paired to a six-speed transmission.&nbsp;<br />
&nbsp;&nbsp;<br />
On the road, the Figo feels like an improvement on the typical Ford traits. The car rides fantastically well, and even at high three-digit speeds, the stability is simply fantastic. Of course, like all Ford products, there’s a lot of feedback from the steering, which makes driving the Figo quite a lot of fun. I quite enjoyed the real steering-feel in a mid-sized hatchback after a long while – something that definitely adds to the overall driving experience of the car.&nbsp;</p>

<p>But there are a couple of issues with the diesel version of this car. For one, it desperately needs a sixth gear, which would help both its power delivery and efficiency. With just five forward gears, it feels as if it’s being held back just that little bit. Secondly, the NVH of the diesel engine also needs some work, as, at revs above 3,000rpm, there were significant vibrations being transmitted through the steering wheel.&nbsp;</p>

<p><img alt="Ford Figo Infotainment Screen" src="/uploads/2019/03/New-Ford-Figo-Infotainment-screen.jpg" /></p>

<p>The 1.2 petrol engine, however, blew me away – quite literally. I have distinct memories of driving the last generation Figo with its 1.2 petrol engine – specifically, how gutless an engine it was. But this new unit is fantastic. It has loads of torque, responds well to throttle inputs and is genuinely nice to drive. A shockingly good improvement, in my opinion.</p>

<p>With its style updates, along with fantastic engines and genuine driving appeal, the Figo makes a strong case for itself. And, with the newly announced pricing – which is more affordable than the segment leader, the Maruti Suzuki Swift – and a renewed focus on after-sales and service, the Figo is definitely a strong contender if you’re in the market for a mid-sized hatchback. &nbsp;&nbsp;</p>

<p>Also read -&nbsp;<a href="https://www.autox.com/reviews/car-reviews/maruti-ignis-vs-hyundai-grand-i10-vs-ford-figo-comparison/"><strong>Maruti Ignis vs Hyundai Grand i10 vs Ford Figo: Comparison</strong></a></p>

<p><strong><a href="https://www.autox.com/reviews/car-reviews/2017-ford-figo-s-review-first-drive/">2017 Ford Figo S Review</a></strong></p>

<p>[tabs]</p>

<p>[tab title="Ford Figo 1.2 Titanium Blu "]</p>

<p><strong>Engine: </strong>1,194cc / Four-Cylinder</p>

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

<p><strong>Transmission:</strong> 5-Speed Manual / Front-Wheel Drive</p>

<p><b>Power: </b>95bhp @ 6,500rpm</p>

<p><b>Torque:</b> 120Nm @ 4,250rpm</p>

<p><strong>Price:</strong> ₹6.94 Lakh (Ex-showroom)</p>

<p><strong>X-factor:&nbsp;</strong>If you’re looking for a powerful, feisty hatchback, the Figo is a perfect choice.</p>

<table cellpadding="1" cellspacing="1">
	<tbody>
		<tr>
			<td><strong>Pros &nbsp;</strong>&nbsp; &nbsp;&nbsp;&nbsp; &nbsp;&nbsp;&nbsp;<br />
			• Build quality<br />
			• Driving appeal</td>
			<td valign="top"><strong>Cons</strong><br />
			• Doesn’t have Ford’s latest multimedia system</td>
		</tr>
	</tbody>
</table>

<p>[/tab]</p>

<p>[tab title="Ford Figo 1.5 Titanium Blu"]</p>

<p><strong>Engine: </strong>1,498cc / Four-Cylinder / Turbocharged</p>

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

<p><strong>Transmission:</strong> 5-Speed Manual / Front-Wheel Drive</p>

<p><b>Power:&nbsp;</b>99bhp @ 3,750rpm</p>

<p><b>Torque:&nbsp;</b>215Nm @ 1,750 -3,000rpm</p>

<p><strong>Price:</strong> ₹7.74 Lakh (Ex-showroom)</p>

<p><strong>X-factor:&nbsp;</strong>If you’re looking for a powerful, feisty hatchback, the Figo is a perfect choice.</p>

<table cellpadding="1" cellspacing="1">
	<tbody>
		<tr>
			<td><strong>Pros &nbsp;</strong>&nbsp; &nbsp;&nbsp;&nbsp; &nbsp;&nbsp;&nbsp;<br />
			• Build quality<br />
			• Driving appeal</td>
			<td valign="top"><strong>Cons</strong><br />
			• Doesn’t have Ford’s latest multimedia system</td>
		</tr>
	</tbody>
</table>

<p>[/tab]</p>

<p>[/tabs]</p>


Ford Figo Review, First Drive

Ever since its launch, the Figo has been a wonderful product in Ford's line-up. It had excellent suspension, frugality and, amazing steering feel. In a market that's captivated by the likes of the Suzukis and Hyundais of the world, is the Figo enticing enough? We find out.

<p>A discussion about affordable enthusiast offerings is incomplete without the ol’ Ford Fiesta 1.6 S. It had all that a petrolhead could ever ask for – a punchy motor, stiff springs, accurate steering and of course a sporty appeal. With such a high benchmark set in the past, the new Ford Figo Sports has massive shoes to fill. Can it deliver?</p>

<p><img alt="Ford Figo Sports Static" src="/uploads/2017/04/ford-figo-sports-static-m.jpg" style="height:336px; width:642px" /></p>

<p>Unlike some other manufacturers, Ford has worked hard and made considerable changes to the Figo S thanks to which it is easy to distinguish it from the standard model. A majority of the changes to the new Figo S are cosmetic. The horizontally slat chrome grille gives way to a black honeycomb one and the standard headlight has been replaced by black bezel ones. &nbsp;The alloy wheels, ORVMs as well as the roof get a piano black treatment as well. At the back, the Figo S gets a roof-mounted spoiler that adds a sense of sportiness to the design. Obvious distinction from the standard model comes in the form of ‘S’ decals along the sides – which by the way looks tacky. Strangely, there is no other badge flaunting its sporty DNA on the tailgate. One would have assumed that with so many changes, Ford would have at least fitted the Figo Sports with parking sensors, but the feature continues to be missing.</p>

<p><img alt="2017 Ford Figo Sports Front Grille" src="/uploads/2017/04/ford-figo-sports-front-grille-m.jpg" style="height:336px; width:642px" /></p>

<p>Changes on the inside are fewer and limited to a leather wrapped steering with contrast red stitching. The seats continue to be fabric but sport the contrast stitching too. Ford has launched the Figo Sport in the Titanium variant with the Ford MyDoc feature and not the top-of-the-line spec with the Sync AppLink. This move has been made keeping in mind that the Titanium model sells more than the top-end trim. Not to mention the price. The addition of all of these Sports updates would push it further up to some of the premium hatches.</p>

<p><img alt="New Ford Figo Sports Alloy Wheels" src="/uploads/2017/04/ford-figo-sports-alloy-wheels-m.jpg" style="height:336px; width:642px" /></p>

<p>So, are the changes to the Figo Sports just cosmetic then? Not really. Ford has tweaked the suspension – made it shorter by 10mm, stiffer and the anti-roll bars too have been beefed up. Combined with that and the larger 15-inch rims and wider 195/55 section tyres, the Figo Sport has been endowed with better cornering capabilities. The planted feeling is reassuring and stirs you to push the Figo Sport harder. Although it doesn’t feel as sharp as the Fiesta S, but it does come somewhat close. The steering wheel is light, which should work for most buyers, but for some who are buying the car for its sporty dynamics, it can be a let-down. We would have loved a bit more weight and directness from the steering. The shortened springs would have ideally resulted in a lowered ground clearance but the larger wheels compensate to ensure that it remains unchanged at 174mm.</p>

<p>While the change in the suspension setup is obvious when attacking corners, it hasn’t adversely affected the Figo Sports’ ride quality. We drove it through from Ahmedabad through some of the interior roads of Gujarat, to Little Rann of Kutch. The route that was chalked out offered a fair combination of rough and smooth roads – which for the most part was tackled with fair poise by the Figo Sports. However, going over larger potholes does result in a fierce thud that even seeps into the cabin but that is the price you willing pay for improved dynamics.</p>

<p><img alt="2017 Ford Figo Sports in Action Rear" src="/uploads/2017/04/ford-figo-sports-in-action-rear-m.jpg" style="height:336px; width:642px" /></p>

<p>At the heart, the Figo Sports continues with the same engine options as the standard model with the exception of the 1.5-litre petrol which comes mated to the 6-speed automatic transmission. We sampled the one with the 1.5-litre diesel motor. The beauty of this engine is in its tractability which comes courtesy its 215Nm of torque kicking in as low as 1,750rpm right up to 3,000rpm. From there 99bhp engine ensures that it is easy to maintain the speeds. Once past the 4,000rpm mark, the graph somewhat drops down. Ford hasn’t touched the engine and the 5-speed gearbox it comes with – not that they needed to. For its dimensions and the kind of power it puts out, the Figo is easily among the faster hatches in the country. Owing to the wider tyres, bigger wheels and the addition of the rear spoiler, the weight has increased by about 20kg, but that has hardly made a difference in its performance. It has, however, marginally impacted the fuel efficiency which is down by 1.5km/l – again a compensation enthusiasts will readily make.</p>

<p><img alt="2017 Ford Figo Sports Handling" src="/uploads/2017/04/ford-figo-sports-handling-m.jpg" style="height:336px; width:642px" /></p>

<p>Ford has launched the Figo Sports with the 1.2-litre petrol at Rs 6.31 lakhs while the 1.5-litre diesel engine option carries a price tag of Rs 7.21 lakhs (ex-showroom Delhi) – an increase of about Rs 50,000 over the standard model. The biggest question is – is it worth the additional moolah? The standard Figo is a good-looking car and all the changes to the Sports Edition make it look even better. And keeping in mind the larger wheels, wider tyres and the tweaks to the suspension, the Figo Sports is worth investing the extra sum on. That being said, the changes from the standard model aren’t as extreme due to which it doesn’t wear the ‘S’ badge with as much smugness as the old Fiesta.</p>


Ford Figo S Review, First Drive

With the Ford Figo S, the American automaker has spruced things up by offering an affordable hathback for the enthusiasts. So, is the Figo S enticing enough to trouble the Maruti Suzuki Swift? Let's have a look.

Ford Figo price starts at ₹ 582000. Check specifications, features, mileage, colours, variants, images, FAQs, news, reviews, and videos.

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Ford

Ford Figo

Car is good,  engine noise is quite less

<p>Car is smooth, engine noise is quite less, front look is simple while the boot space is less</p>


RightHandDriving

1498 CC

1497 CC

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

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

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

    
  
    
  


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

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

    
  
    
  


<h2>So, what’s under the hood?</h2>

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


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

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

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

    
  


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

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




<p>[tabs]</p>

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

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

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

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

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

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

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

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

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

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

<p>[/tab]</p>

<p>[/tabs]</p>


Ferrari 12Cilindri Spider First Drive Review: Versatility in Verde

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

<p>&nbsp;</p>

<p>[tabs]</p>

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

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

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

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

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

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

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

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

			<p>•&nbsp; Smart Design</p>

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

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

<p>[/tab]</p>

<p>[/tabs]</p>


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

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

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