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Jaguar is a British luxury car brand that is a part of the Jaguar &amp; Land Rover group and has its headquarters set up in Whitley, England. It is owned by the Indian automotive major, Tata Motors since 2008. In 1990 Ford had acquired Jaguar Cars and it remained in their ownership, joined in 2000 by Land Rover. In 2008, Ford sold both Jaguar and Land Rover to Tata Motors. Tata created Jaguar Land Rover as a subsidiary holding company.

<hr />
At the operating company level, in 2013, Jaguar were merged with Land Rover to form Jaguar Land Rover Limited as the single design, manufacture, sales company and brand owner for all Land Rover and all Jaguar cars.

Since the first Jaguar car was produced in 1935, Jaguar has pushed the boundaries of what is possible, inspired by its founder, Sir William Lyons. The Jaguar DNA is instantly recognisable across the entire r range - Agile and powerful; sleek and seductive; confident and instinctive: All these qualities are a part of the inherent Jaguar character. In 2012, Jaguar unveiled its iconic supercar, the F-TYPE in global markets which was labelled as the successor to the legendary E-Type.

Jaguar made its foray in the India market by setting up a flagship dealership in Mumbai, which was inaugurated by Ratan Tata himself. The first Jaguar cars in India, available only as CBUs then, were the XF, XFR and the XKR (hence the higher asking prices). Jaguar Cars, within a span of a few months, also added the XJ to the product portfolio after its launch in 2010.

The current line-up of Jaguar cars in India include the XE, XF, XJ, I-Pace, F-Pace and the F-Type sportscar. The brand has production facilities set up in Great Britain, India and China.

With an active shift towards all-electric models such as the I-PACE Concept, future Jaguar car models are also expected to get hybrid or all-electric drivetrains alongside the existing diesel or petrol engines, if not exclusively.

A 2.0 litre 4-cylinder Supercharged engine has been added to the F-Type. Was this really necessary? Can a downsized engine make a sports car more fun to drive, or is it a sorry version of a true British sports car? Jared tries to answer these questions.&nbsp;

The F-Type line-up has been updated, and just a few months ago, Jaguar launched the all new F Type SVR in India. That car gets a 5 litre V8 supercharged engine capable of making 567bhp and 700Nm of torque. In March last year we got to drive it and we were blown away by the super exotic version created by Jaguar Land Rover’s Special Vehicle Operations. The F-Type SVR sits right at the top of the F-Type family tree. However, the newest member is the baby F-Type called the 2.0. Since the F-Type was first launched the landscape has changed significantly and many car makers are downsizing their sports cars. Porsche has started adding flat fours to the Boxster and Cayman, and JLR’s very own 2.0 litre Ingenium engine line-up has also been added to many of their vehicles. The F-Type is now the new recipient of that very engine.

<img alt="2018 Jaguar F-Type 2.0 Front View" src="/uploads/2018/12/1543853247521.jpg" />

Still packs a punch 

Yes, a 2.0 litre four-cylinder engine does sound small, but this one is supercharged and has been tuned for 296bhp and 400Nm of torque. That means this version only gives up 39bhp and 50Nm of torque to the base version of the V6 F-Type. The engine is mated to an 8-speed gearbox that powers the rear-wheels, so yes it still is very much a proper sports car. The engine has gotten quite a powerful punch and can race from 0-100km/h in just 5.7 seconds. That’s just a second slower than the V6. What I really liked about the engine is that it feels a lot more usable and enjoyable in an urban setting, and it surely makes the car more comfortable to drive around on a daily basis. It’s refined, reserved and quiet. However, if you would like to get a feel of its sporty character just switch into Dynamic mode, and engage the Active Sports Exhaust and you will start to feel the car’s true aggressive character. The throttle is much more responsive, the cars’ overall character becomes aggressive and the purring sounds from the exhaust are accentuated with pops. The exhaust sound still isn’t a load roar, but an aftermarket exhaust can change all that. Really though, the 2.0 litre engine doesn’t feel sluggish and underpowered and it will still bring a smile to your face. Sure, it’s not going to put as wide a grin on your face as the more powerful variants of the car would, but it still is exciting.

Leaping Cat 

We have come to love the F-Type for the way it handles, and this baby version of the car does not disappoint at all. I would even go so far as to say that it’s even more fun to drive because of the confidence you feel when driving it. Pushing a car around and knowing how it will behave is always a lot more fun. The F-Type 2.0 is essentially the same car as the larger engine variants, and the driving dynamics of the car are more or less the same, which means it is fantastic to drive. The handling is spot on and obeys your every command. You can attack corners with great confidence and the suspension setup really shines through. It is stiff when it has to be and always firmly planted on the tarmac. The 2.0 version is more circus cat than wild jaguar, because it behaves and obeys your every order and will not bite your face off. And I have to admit that the reason this car drives so well is because of the lack of power. I have always said it in the past, and I will say it again. Adding more and more power to vehicles is a complete marketing gimmick. What I prefer is usable power, and quite frankly, if you don’t know how to use 300bhp to your heart’s delight in a small, light and compact rear wheel driven British sports car, well then, I don’t know how to respond to that. This baby Jag has all the all the torque you need from the moment you press down on the accelerator. The Ingenium engine delivers every ounce of that 400Nm of torque from as low as 1,500rpm, all the way up to 4,500. If you choose to drive in manual mode, you will rarely need to down shift when you are driving in the city or on the highway. Attacking corners however, is very fun, and this car would certainly be a blast to drive on track as well because of its agility.

<img alt="2018 Jaguar F-Type 2.0 Rear View" src="/uploads/2018/12/LRM-EXPORT-20181203-214824.jpg" />

Elegance of a Jungle Cat 

Big jungle cats are the most elegant and beautiful creatures on our planet, and there is a sense of awe whenever you see them. The same goes for the F-Type – this car is beautiful. The build quality is immaculate and the low and long silhouette is very sporty. The rear haunches are nice and muscular and the 18-inch wheels, although not extra big, do look very good. The main difference that lets you now that this is a baby F-Type are the LED lights, the slightly redesigned front bumper, the single exhaust right smack centre at the rear, and of course, the badging. You would really have to be a hardcore car geek to really spot the difference. Even on the inside it’s pretty much the same, although, if you compare the F-Type to other sports cars, it does feel like the design has grown a little long in the tooth. I don’t think it’s something that young people would aspire towards owning because if does feel very much like something you dad or even grandad would appreciate. Yes, it’s sporty but, still it’s just not cool enough on the inside.

Yay or Nay? 

A smaller turbo-petrol engine also means you save on fuel costs. But that should be the least of your concerns. You should be more concerned about the price. The baby F-Type is priced at almost Rs 1.2 crore&nbsp;on road. For that price you could get a Porsche 718 Cayman, which also just so happens to be a downsized sports car with a 2.0 litre 4-cylinder turbo with almost the exact same power output as the F-Type 2.0. But, if you are looking for an even more exhilarating rush, at around the same price point, then it’s a no brainer for me. The Audi RS5 would destroy this little kitty kat, and it only costs roughly Rs 20 lakh more. However, if you just want to get noticed driving a seductively beautiful British sports car there is no shame or harm in owning the F-Type 2.0, which can also put a smile on your face in more ways than one. But then again, if you want to go all out and if you really love the design of the F-Type you could always spend a couple crores more and get the SVR version.

[tabs]

[tab title="JAGUAR F-TYPE 2.0 "]

Engine:&nbsp;1,997cc / 4-Cylinders 16-Valves / Supercharged

Fuel:&nbsp;Petrol

Transmission:&nbsp;8-Speed AT Rear-Wheel Drive

Power: 296bhp @ 5,500rpm

Torque: 400Nm @ 1,500 – 4,500rpm

Price:&nbsp;₹90.93 lakh (Ex-showroom India)

X-Factor:&nbsp;The 2.0-litre motor not only makes the F-Type more attainable, but arguably more fun to drive too.

<table cellpadding="1" cellspacing="1">
	<tbody>
		<tr>
			<td>
			Pros &nbsp;&nbsp; &nbsp;&nbsp;&nbsp; &nbsp;&nbsp;&nbsp; 
			•&nbsp;Stunning 
			•&nbsp;Very comfortable &amp; usable 
			•&nbsp;Razor sharp handling
			</td>
			<td valign="top">
			Cons 
			• Outdated Interior 
			• Price
			</td>
		</tr>
	</tbody>
</table>

[/tab]

[/tabs]

Jaguar F-Type 2.0 Review: First Drive

In a world of downsizing and turbocharging, Jaguar Land Rover has downsized its sports car, the F-Type, with a 2.0-litre four-cylinder petrol motor. So much so, it does cut down the starting price to great extent. But, does it come at the cost of overall driving experience? We find out.

Jaguar Land Rover’s Special Vehicle Operations takes the F-Type sports car and makes it that little bit more “special.” A boost in power is a given of course, but, fortunately, so is poise and even more style.

Special Vehicle Operations (SVO) is Jaguar Land Rover’s in-house skunk-works – their very own factory-approved tuning arm and bespoke tailoring division as it were. As the chief engineer of SVO said, their job is to take the great cars from both Jaguar and Land Rover and turn up the volume ever so slightly – very aptly put!&nbsp;

They not only turn up the ante under the hood, but also up the exclusivity and collectability as well. For instance, in addition to the fire-breathing Jaguar F-Type SVR and Range Rover Sport SVR, they also conceive and produce cars such as the two-door, limited-edition Range Rover SV Autobiography that was recently showcased at the Geneva Motor Show. &nbsp; &nbsp;

The F-Type R has a 5.0-litre supercharged V8 that produces 550PS, which enables it to accelerate to 100km/h in just 4.2 seconds – so, by all accounts, it a pretty special machine. To create an even more exotic version, then, can’t be terribly easy – especially if you consider that extra power is a must for any in-house tuning arm, think M from BMW or AMG from Mercedes. Well, I already consider the F-Type R a bit of a beast in wolf’s clothing. Let’s just say that it doesn’t need SVO treatment to feel like the last of the unhinged sports cars. Respect it, and it’ll reward you. Take it for granted, prod the throttle like a ham-fisted buffoon and it’ll return the favour by spinning all the way around and flashing your life before your very eyes – if you’re foolish enough to turn off the electronic safety net that is.&nbsp;

<img alt="2018 Jaguar F-Type SVR" src="/uploads/2018/03/jaguar-f-type-svr-review13.jpg" />

As far as I was concerned, the F-Type S, with its supercharged V6 motor, was always the sweet spot in the F-Type range. It’s lighter, still very powerful, and much more balanced – making it a more involving machine that allows you to explore its limits far easier than the V8. Suffice to say it’s a lot less intimidating. The F-Type R, then, needs an extra dose of power like you need a hole in your head!&nbsp;

So, SVO not only upped the power output (to 575PS and 700Nm), but also reigned it in by ensuring that all this brute force is channelled to all four corners of this beautiful machine – and not just to the two rear wheels. SVO also put the F-Type on a diet, ensuring that the SVR is not only more powerful, but lighter as well. A new titanium exhaust reduces mass, and also enables engineers to fit a massive diffuser at the back. To further improve downforce, there’s also the option of a fixed carbon fibre wing – as opposed to the deployable rear wing on “lesser” F-Types.&nbsp;

2018 model year SVRs also get a new pair of bucket seats that have magnesium frames to reduce weight. Fortunately, they’re beautifully padded and improve comfort as well – and that’s quite a telling trait. But more on that in a minute. This SVR boot camp shaves 25 kilos off the F-Type R AWD. You can take an additional 25 kilos off by opting for the carbon fibre roof and ceramic brakes.&nbsp;

But, enough talk about titanium, ceramic and magnesium – what happens when you put all these exotic materials together? Well, thankfully, we were testing this car at Jaguar Land Rover’s proving grounds at Gaydon, in the UK, so we could truly find out. We started out, appropriately, at a one-kilometre drag stip. It was quite simple really. Arrive at the start line, mash the loud pedal, and turn the scenery into a blur. Needless to say, the power and noise is addictive. 100km/h comes up in just 3.6 seconds. And there’s no sign of the urgency of the acceleration waning anytime soon. The only thing more thrilling than the speed is the sound. Oh the sound!&nbsp;

<img alt="Jaguar F-Type SVR Driving Shot" src="/uploads/2018/03/jaguar-f-type-svr-review122.jpg" />

I’ve always been a big proponent of the V6 S, and while it sounded great in its own right, it just didn’t have the drama of the V8 – with its bark on the throttle, and it’s crackle &amp; pop off the throttle on the overrun. The 8-speed ZF transmission works beautifully with the motor to offer a seamless, and seemingly endless, surge of power. This truly is the best gearbox in the world at present. Speed, then, simply isn’t an issue with this machine – no surprise there. But, just to reinforce that, we got onto the high-speed test track and accelerated all the way up to 183mph (292km/h) – multiple times for good measure. Not only is the speed so imminently accessible, but the stability is equally impressive as well – as is the reassurance provided by the well weighted steering. It’s sharp and responsive, while at the same providing a heft that gives you tremendous confidence.

Next, we got onto another track that was riddled with potholes, bumps, abrasive surfaces, and other such obstacles that should have brought the F-Type to its knees. The most enlightening thing about this test wasn’t that the SVO team had managed to reign in the F-Type, while making it even faster, but the fact that they’ve made it even more compliant than before. You can accelerate all the way though an off-camber bend, with a bump mid-corner, and it won’t upset the chassis at all. And you don’t have to come to a grinding halt to traverse through every bump and pothole either. The F-Type truly feels like a near perfect mix of hard-core sports car and continent carving gran turismo. And that’s where the new seats come in too. They’re incredibly supportive and hip hugging, but they’re also compliant enough to ensure that you really can spend several hours in the F-Type without needing to see a chiropractor afterwards. Likewise, the complaint ride not only means that you can feel what the chassis is doing, but it also prevents the F-Type from being skittish and nervous. &nbsp;

<img alt="New Jaguar F-Type SVR Rear" src="/uploads/2018/03/jaguar-f-type-svr-rear1.jpg" />

Next, we headed to the slalom course, and it’s here that I found the only fly in the F-Type ointment. You see, while the all-wheel drive system is rear-biased, as soon as it senses any slip whatsoever, it immediately transfers torque to the front axel – which results in a safe and predictable four-wheel drift led by the nose. And this means you can be safe in the knowledge that the F-Type no longer wants to dismember you, but it also takes away a little bit of that thrill. Sure, it makes it more capable, however it also results in making it less exciting. Now, I’m not suggesting that SVO revert back to the rear-wheel drive lunacy of the F-Type R, I just wish they had kept the transition of torque a little more gradual. They could have allowed for a little more slip at the rear, before sending power to the front. This would have enabled a small, controlled power-slide – making the driver feel like a hero – before toning it all down and yielding to the all-wheel drive system.&nbsp;

Now, don’t get me wrong, I absolutely love this car. And I could absolutely drive it every day – it’s that usable! And I don’t actually miss the fear-inducing nature of the F-Type R. I mean, I don’t actually want a sports car to try and kill me, but I do want to feel like I’m living on the edge just enough to get my heart racing. It’s a delicate balance, but one that is achievable – if the brand new all-wheel drive BMW M5 is anything go by.&nbsp;

If, on the other hand, I were to compare the F-Type SVR with a 911 for instance, I would have to admit that the Jag feels that little bit more usable – in our conditions especially – thanks largely to its more compliant ride. And that’s to say nothing of its exhaust note that still gets under your skin and keeps you awake at night just thinking about it. That said, while the 911 Turbo produces 540PS versus the 575 on hand here, 100km/h in the Porsche, with its PDK gearbox, comes up in a staggering 3.0 seconds. Both cars are priced within an arms length of each other. The Porsche is 2.4 crore (ex-showroom) at present, whereas the Jag is expected to be in excess of 2.5 crore when the 2018 model is launched in June this year. So, if you want a precision instrument, the Porsche is still hard to beat – but if you want a machine that’s oozing character and style, and now comes with an added dose of usability, the F-Type is very tempting indeed. This certainly is the new sweet spot in the F-Type range – ‘Special Vehicle’ indeed!&nbsp;

<img alt="2018 Jaguar F-Type SVR Dynamic" src="/uploads/2018/03/jaguar-f-type-svr-side-profile-dynamic11.jpg" />

[tabs]

[tab title="Jaguar F-Type SVR"]

Engine: 5,000cc / V8 / 32 Valves / Direct Injection / Supercharged

Fuel: Petrol

Transmission: 8-Speed Automatic / All-Wheel Drive

Power: 567bhp @ 6500rpm

Torque: 700NM @ 3500rpm

Acceleration: 0-100km/h – 3.6 secs

X-factor:The exhaust note is worth the price of admission alone. This is a machine that’s as much about emotion and passion as it is about speed and precision. All-wheel drive ensures that it’s a lot more usable and precise than it ever was in the past.

<table cellpadding="1" cellspacing="1" style="width: 100%; font-size:14px;">
	<tbody>
		<tr>
			<td style="font-size:14px;">Pros &nbsp;&nbsp; &nbsp;&nbsp;&nbsp; &nbsp;&nbsp;&nbsp; 
			• Exhaust note to die for 
			• Ludicrous speed 
			• Very composed &amp; usable</td>
			<td style="font-size:14px;">Cons 
			• Handling is too safe perhaps 
			• Interior still not as special as the exterior</td>
		</tr>
	</tbody>
</table>

[/tab]

[/tabs]

Jaguar F-Type SVR Review, First Drive

The Jaguar F-Type SVR builds on the standard F-Type's credentials by adding a dash of style, elegancy and a boost in power. So, we head out to test the suave Jag in all its glory. Read on.

&nbsp;A year ago, the Jaguar F-Type was introduced to critical acclaim. But, dynamically, it found it difficult to match the venerable Porsche 911. So, Jaguar takes another strike – this time with the coupe. And it could well leave the German bloodied…

I ’m having a bit of a déjà vu moment. And, no, not like in the Matrix – it’s actually perfectly explicable.

I’m at a circuit in Spain, and I’m strapping on a helmet to drive a brand new Jaguar sports car. You see, almost exactly a year ago, I was in virtually the same position – strapping on a helmet to try out the all-new Jaguar F-Type. The first two-seat Jag sports car in 50 years – that was the convertible; this is the coupe. That was the Navarra circuit in Northern Spain; this is Aragon – a couple hours West of Barcelona.

When the F-Type was released last year, it silenced a lot of Jag’s detractors. Yes, Jaguar has been producing some very nice cars for some time now – the XJ, XF, and XKR-S to name just a few – but the F-Type was the all-important one. It was the one that Ian Callum really wanted to design. It was the one that Ratan Tata wanted them to build. It was the all-important successor to the E-Type – it would be their halo car!

<img alt="Jaguar F-Type Coupe Front Three Quarter" class="alignleft size-full wp-image-26337" src="/uploads/2014/05/driven-jaguar-ftype-may-2014-pic2.jpg" style="width: 700px; height: 375px;" title="Jaguar ftype" />

Well, it’s that – and more. Jaguar’s sales rose by 42% last year. Sure, models like the XJ got all-wheel drive variants – which helped in the all-important US market – but you have to believe that the F-Type elevated the profile of the leaping cat. It put an evocative and lust-worthy sports car back at the centre of the brand. It took the vision of Sir William Lyons straight into the 21st century.

But, when put head-to-head with the Porsche 911, it was clear that the Teutonic Porsche was the precision instrument while the Jag was the V8 hammer with which to pummel it. But it’s not that easy to strike a machine that’s been honed for 60 years, while you yourself have been in hibernation for half-a-decade. And so, according to Jag engineers, the Jaguar F-Type coupe has a body structure that’s been stiffened by 80% (no less) over the drop-top – it’s all-aluminium monocoque consists of a massively beautiful single piece that stretches from the A-pillar (which starts at the tip of the windshield), all the way to the taillights. Jaguar has over ten years of experience in creating all-aluminium bodies and chassis, and that’s a real competitive advantage for the Indian-owned British automaker. The coupe also has 50 more horses, stiffer springs, and JLR’s incredible torque vectoring technology, which does wonders in the new Range Rover Sport. Plus, our F-Type R test cars were outfitted with optional carbon ceramic brakes.

But the Jag instructors wanted us to start out on the karting track – in a 550 horsepower beast! On top of that, they had wet down half the track. As we got going, the instructor urged me to go fast-and-deep into the first hairpin-left, which had been given the sprinkler treatment. He wanted me to throw it into the corner and then wait for the car to sort it out. I told him I believed it would, but he insisted that I try for myself. So, I did as I was told. I lunged into the first corner, and the electronics did sort it out – but I had been a little too aggressive, and we went beyond just the torque vectoring working on the outside wheels to the entire ESP system intervening to keep us headed in the right direction. The second time, I decided to try it on the power and hoofed the right pedal with the deftness of a baby elephant. Well, the electronics and I both failed to catch the slide and we ended up facing the wrong way. When I inquired as to why the system hadn’t been able to keep us out of trouble, I was reminded about the laws of physics. Point noted! So, I tried again – this time with a little more finesse. And I found the sweet spot of the torque vectoring system. It will simply carry you along as you plough too fast into a corner – and, unlike the ESP, it doesn’t kill your speed in its entirety. The best part, though, was the way the torque vectoring and ESP handled the transition between wet and dry surfaces. Keep in mind that this was an undulating karting track, and we were manhandling a car fitted with a fire-breathing 5.0 litre supercharged V8.

<img alt="New Jaguar F-Type Coupe Front Three Quarter" class="alignleft size-full wp-image-26332" src="/uploads/2014/05/driven-jaguar-ftype-may-2014-pic8.jpg" style="width: 700px; height: 375px;" title="Jaguar ftype" />

Right, technology effectiveness proven – now, to the main track. This is a 5.3 kilometre, extremely technical circuit that has a 1.7 kilometre straight that would prove to be a fitting test of man-and-machine. Well, let’s just say that the machine passed with flying colours – despite the monkey at the controls. It’s hard to talk about the power delivery from this manic V8 without giggling like a girl. But what really makes you squeal like a ‘Belieber’ (a Bieber fan to the unaccustomed) is the sound – nay the music – from the exhaust. If you thought the convertible sounded good – and I thought it was the best sounding car on the planet – you simply have to listen to the coupe. It’s even more aggressive, and it overwhelms your senses in their entirety. It simply fills the air following a prod of the throttle – including the space between your ears, which means that you lose the ability to drive at reasonable speeds thereafter. The engineers have even positioned the transmission mounts strategically so that you feel the sheer brute force of this machine. On an upshift, they cut off the fuel supply momentarily to three cylinders – which not only helps with the crackle and pop, but also with providing you the sensation of having changed gear.

The gearbox is the ZF 8-speed, which is carried over from the convertible. And that’s a good thing because I consider it to be the best gearbox in the world today (I haven’t yet tried the 9-speed). It’s simply as smooth as it is quick. It just responds absolutely instantly every single time – to the extent that you find yourself flipping a paddle just to experience a gearshift and hear the exhaust ape an automatic weapon for a moment, before it reverts to overcoming your senses once again as the needle surges toward the redline. All this while, you cover ground so very fast indeed – you almost wish you didn’t, so that you could sit back and savour the mechanical symphony a bit more as it performs a brilliant quartet for you.

<img alt="2014 Jaguar F-Type Coupe Side Profile" class="alignleft size-full wp-image-26326" src="/uploads/2014/05/driven-jaguar-ftype-may-2014-pic14.jpg" style="width: 700px; height: 375px;" title="Jaguar ftype" />

The sheer grip and poise is what surprises you next. The F-Type simply responds in the best way that a front-engined rear-wheel drive coupe can – and that’s to say completely predictably. The slightly scary and raw nature of the V8 powered convertible is replaced with a trueness and fluidity in the coupe. Don’t get me wrong, the power is still savage – and it will still bite if you delve too deeply into the right footwell. You’re always aware of the amount of brute force available under your right foot, and so you make measured inputs – but that just adds to the allure. It rewards you when you get it right, when you treat it with respect – and it whacks you under the ear when you get in over your head.

As we hurtle down the 1.7 kilometre straight, the speeds are rising at an alarming rate. I see 250km/h come up in the digital readout between the two analogue gauges before the braking zone. But, a second after I depress the brake pedal, we’re back down to the desired entry speed of 80km/h for the next corner. The braking performance is staggering – what brake feel! It provides you with so much confidence lap-after-lap-after-lap that you continue to brake later each time. You may have to timeshare your holiday home to pay for the brakes, but if you ever plan to do any track work they’re simply worth every penny.

The whole car, in fact, just feels incredibly solid and beautifully put together. On the inside, unfortunately, it’s not quite as impressive. I love the design of the cabin though – but the material and build quality in a 911, for instance, is on another level. The infotainment and navigation system as well feels a generation old. One prod of the throttle though, and all is forgiven.

<img alt="2014 Jaguar F-Type Coupe Rear View" src="/uploads/2014/05/driven-jaguar-ftype-may-2014-pic15.jpg" style="width: 700px; height: 375px;" title="Jaguar ftype" />

We drive the V6 powered F-Type S on the road next, and that’s no less impressive. Bear in mind that it has 380 horses from its supercharged V6 – and, a 0-100km/h sprint takes just 4.8 seconds, so it’s not exactly slow. On the road, it’s all the car you’ll ever need. It doesn’t have torque vectoring, but you just don’t need it with the V6. It feels a little lighter than the V8, the front end is a little more responsive and the steering feel is better. Jag has fitted the F-Type with a hydraulic rack, while all the sports cars of today (sadly) are getting electronic steering systems. These systems, such as in the Porsche, are as good as ever – but they just don’t provide the same tactile feel as a traditional hydraulic setup.

On the road, I actually prefer the F-Type S. The power delivery is more manageable. You can run the engine past 6,000rpm before each gear change, and savour the resulting sound. You can bury the right pedal in the footwell and revel in the grip and poise. This car is clearly built by people who love cars – who love driving. This is an emotive machine. It’s dripping with style. The curves, haunches, and lines are so evocative. They harken back, but look forward – as they’re meant to do. Jaguar has done the unthinkable – it’s built a muscle car with the poise of a proper sports car.

But, does it fly in the face of the age that we’re living in? After all, in the hunt for efficiency, superchargers are out and turbos are in. While Jag engineers claim that turbocharging doesn’t suit the nature of their sports cars because of the lag and surge in power delivery (and they’re right), turbos do appear to be the way forward for the industry. Cars like the 911 are lighter, more efficient, and just as fast – if not quite as brutal in their power delivery. The 911 remains a surgical instrument that’s hard to go toe-to-toe with. But what Jaguar has done is finally provide an alternative – one that’s emotive, individual, and, most of all, capable. Very very capable! 
<img alt="2014 Jaguar F-Type Coupe Tail Gate Logo" class="alignleft size-full wp-image-26322" src="/uploads/2014/05/driven-jaguar-ftype-may-2014-pic18.jpg" style="width: 700px; height: 375px;" title="driven-jaguar-ftype-may-2014-pic18" />

https://www.youtube.com/watch?v=dQXg-roxmJo

[tabs] 
[tab title="Jaguar F-TYPE S"]

Engine:2,995CC / 6 CYLINDERS / 24 VALVES / Direct Injection / Supercharged

Fuel: Petrol

Transmission: 8-SPEED Quickshift / REAR-WHEEL DRIVE

Power: 375BHP @ 6500RPM

Torque: 460NM @ 3500-5500RPM

Acceleration: 0-100km/h – 4.8 secs

Price: Rs. 1.35 CRORES (ESTIMATED EX-SHOWROOM, Delhi)

[/tab] 
[tab title="Jaguar F-TYPE R"]

Engine:5,000CC / 8 CYLINDERS / 32 VALVES / Direct Injection / Supercharged

Fuel: Petrol

Transmission: 8-SPEED Quickshift / REAR-WHEEL DRIVE

Power: 542BHP @ 6500RPM

Torque: 625NM @ 2500-5500RPM

Acceleration: 0-100km/h – 4.2 secs

Price: Rs. 1.8 CRORES (ESTIMATED EX-SHOWROOM, Delhi)

[/tab] 
[/tabs]

Jaguar F-Type Coupe Review, Test Drive

The Jaguar F-Type Coupe is truly the most beautiful and alluring car that ever came out of the English factory. And this time around, the Coupe is eyeing for the venerable Porsche 911. Let the battle commence.

Jaguar F-Type [2013-2019] price starts at ₹ 9092578. Check specifications, features, mileage, colours, variants, images, FAQs, news, reviews, and videos.

2018 Jaguar F-Type SVR launched at Rs 2.65 crore

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Jaguar

Jaguar F-Type [2013-2019]

Sexiest sports car on sale in India

Ever since its international launch, I had my eyes on the F-TYPE, the V8 model in particular. When I got the chance to drive and order one, I knew that I was in for an absolute treat. However, while the car is flawless, it’s the Jaguar dealership which needs to pull up its socks.

RightHandDriving

5000 CC

The fastest-ever production Jaguar has arrived in India in all its supercharged V8 glory.

Jaguar Land Rover has launched the latest version of the F-Type SVR in India for a starting price of Rs. 2.65 crore (ex-showroom). Developed by JLR’s Special Vehicle Operations (SVO) team, Jaguar will offer this two-seat sportscar in coupe and convertible form.

At its heart lies a 5.0-litre supercharged V8 tuned to develop 567bhp and 700Nm of torque, all of which is sent to all four wheels through an eight-speed automatic gearbox. This allows the F-Type SVR to accelerate from 0-100km/h in just 3.7 seconds while the terror will continue all the way until the needle touches 322km/h.

Rohit Suri, President &amp; Managing Director, Jaguar Land Rover India Ltd. (JLRIL), said: “The new F-TYPE SVR is the first Jaguar car to have been developed by the Special Vehicle Operations. Their ideas of precision engineering reflect brilliantly in each aspect of the car. Be it design, performance or comfort; sports car enthusiasts will experience all these features when behind the wheel of the new F-TYPE SVR.”

<img alt="2018 Jaguar F Type SVR Convertible Rear" height="336" src="/uploads/2018/06/2018-Jaguar-F-type-SVR-convertible-rear.jpg" width="642" />

The SVO team has forced the F-type to go on a diet allowing significant weight reduction. By employing a titanium and Inconel exhaust system, it has alone allowed the shedding of 16kgs while allowing that V8 to shout even louder than before. It also gets forged wheels which have reduced another 13.8kgs of unsprung mass while using tyres which are 10mm wider than the standard car. Additionally, they have also managed to stiffen everything up by a claimed 37 per-cent by adding new and larger rear bearings. Eight kilograms have also been discarded as the seats now use a lightweight magnesium construction and are draped in sumptuous quilted leather. The aerodynamics team were not sitting idle either as in V-MAX mode, allows the car to achieve astounding speeds with minimum drag.

Jaguar’s India product offering, in addition to the F-Type SVR, includes the XE, XF and XJ L sedan range in addition to the F-Pace SUV. Along with these vehicles, Jaguar also offers F-Type in its standard V6 and V8 forms as well.

The fastest-ever production Jaguar has arrived in India in all its supercharged V8 glory. Jaguar Land Rover has launched the latest version of the F-Type SVR in India for a starting price of Rs. 2.65 crore (ex-showroom).

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Skoda Kylaq vs Hyundai i20 N Line vs Maruti Suzuki Fronx Turbo: Best Budget Hot Hatch?

The Kylaq, i20 N Line, & Fronx Turbo have all the ingredients to classify as a ‘hot hatch’ for the masses, but which one can truly be called the best?

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

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

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

 
 
 
 


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

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

 
 
 
 


<h2>So, what’s under the hood?</h2>

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


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

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

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

 
 


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

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




[tabs]

[tab title="Ferrari 12Cilindri Spider"]

Engine: 6,496cc V12 (Dry Sump) 

Transmission: 8-speed DCT

Power: 819bhp 

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

Fuel: Petrol 

Price:&nbsp;Rs 9.15 Crore Ex-showroom

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

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

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

[/tab]

[/tabs]

Ferrari 12Cilindri Spider First Drive Review: Versatility in Verde

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

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

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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?

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

[tab title="2025 Ather 450X"]

Motor: Permanent Magnet AC

Battery: 3.7kWh

Power: 8.4BHP

Torque: 26NM

Price: ₹1.87 Lakh (Ex-showroom Bengaluru)

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

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

			•&nbsp; Smart Design

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

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

[/tab]

[/tabs]

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