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<p>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.</p>

<hr />
<p>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.</p>

<p>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.</p>

<p>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.</p>

<p>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.</p>

<p>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.</p>


<p><em><strong>What happens when you match the excellent dynamics of the Jaguar XF with a punchy and refined petrol engine? Ravi finds out.&nbsp;</strong></em></p>

<p>While Jaguar Land Rover introduced the 2.0-litre Ingenium diesel motor a few years ago, they introduced its petrol counterpart only last year. When we tested it in the F-Pace a few months ago, our unanimous verdict was that the SUV finally got an engine that it deserved. That engine, however, was tuned for 247bhp. But the XF that we’ve got our hands on, in Prestige trim, makes do with the 197bhp version.&nbsp;</p>

<p><strong>Matters of the heart&nbsp;</strong><br />
Since this car is all about the engine, let’s get straight to the business end of things. Hit the start button and the engine comes to life with a bit of a judder. Once it settles down, though, it’s reasonably quiet inside the cabin. But the real beauty of this motor is in the way it behaves on the move.&nbsp;</p>

<p>Right from the word go, the motor pulls with ease. But that’s not surprising, given that it makes its peak 320Nm torque at just 1,500rpm. And the 2.0-litre motor feels equally punchy, as the tacho moves through the rev counter. Take control with the paddles, and it won’t shy away from screaming at the top of the rev range either.&nbsp;</p>

<p><img alt="Jaguar XF 20T Steering Wheel" src="/uploads/2019/07/jaguar-xf-steering-wheel.jpg" style="width: 642px; height: 336px;" /></p>

<p>All of this really adds to the overall driving experience, especially since the chassis is truly wonderful. The engine compliments the playful nature of the chassis so well that it’s hard not to have fun behind the wheel. Speaking of which, the steering wheel weighs up perfectly in your hands, and it’s very communicative too. You can switch between the multiple driving modes too in order to alter the engine, transmission and steering response.&nbsp;</p>

<p>For a car that handles so well, you’d expect the XF to be harsh – but that’s not quite the case. For the most part, the car maintains its poise over broken roads, and it’s only over larger potholes that it tends to display some uneasiness.&nbsp;</p>

<p>But it’s not all smooth sailing for the XF. The throttle response feels a bit over-eager sometimes, especially at low speeds – so-much-so that it tends to jolt forward even at the slightest input on the A-pedal. And it doesn’t help that the 8-speed transmission feels a bit clunky&nbsp;<br />
at times.&nbsp;</p>

<p><img alt="Jaguar XF 20T Gear Knob" src="/uploads/2019/07/jaguar-xf-gear-knob.jpg" style="width: 642px; height: 336px;" /></p>

<p><strong>All too familiar&nbsp;</strong><br />
Everything else about the XF remains all too familiar – right from its exterior design to the cabin. Space inside the cabin isn’t class-leading but it’s good enough to be reasonably comfortable. The layout and the tech inside have begun to show its age, though, especially given what the rivals like the BMW 5 Series, Mercedes-Benz E-Class and the Volvo S90 have on offer.&nbsp;</p>

<p>The XF, in this Prestige trim, gets a 10-inch touchscreen infotainment system that now comes with Apple CarPlay and Android Auto connectivity. Some features, like fully digital instrumentation, Auto Park and four-zone climate control are only available in the top-sec Portfolio trim – as is the more powerful motor.&nbsp;</p>

<p><strong>Tailored to the driver&nbsp;</strong><br />
The XF isn’t a perfect car, but it’s hard to find one anyway. The design, although still clean and attractive, no longer appears as striking as it once did. The XF also has its shortcomings in relation to luxury and features too. But what it lacks in design, features and luxury, it more than makes up for in pure driving pleasure. The XF is undoubtedly the most-fun-to-drive car in its class. In fact, it’s made us wonder just how much more fun the top-spec 247bhp would version be? &nbsp;&nbsp;</p>

<p>https://www.youtube.com/watch?v=_InArfhd3bU</p>

<p>[tabs]</p>

<p>[tab title="<strong>Jaguar XF 20t Petrol </strong>"]</p>

<p><strong>Engine:</strong>&nbsp;1,997cc / 4-Cylinders / 16-Valves / Turbocharged</p>

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

<p><strong>Power:&nbsp;</strong>197bhp @ 4,500 – 6,000rpm</p>

<p><strong>Torque:</strong>&nbsp;320Nm @ 1,500 – 4,000rpm</p>

<p><strong>Transmission:&nbsp;</strong>8-Speed AT / Rear-Wheel Drive</p>

<p><strong>Price: </strong>₹ 54.37 lakh (Ex-showroom)</p>

<p><strong>X-Factor:&nbsp;</strong>If you ignore the familiar design &amp; ageing interior, there’s no beating the XF in terms of pure driving pleasure.</p>

<table cellpadding="1" cellspacing="1">
	<tbody>
		<tr>
			<td>
			<p><strong>Pros &nbsp;</strong>&nbsp; &nbsp;&nbsp;&nbsp; &nbsp;&nbsp;&nbsp;<br />
			•&nbsp;Brilliant handling<br />
			•&nbsp;Communicative steering</p>
			</td>
			<td valign="top">
			<p><strong>Cons</strong><br />
			• Looks dated<br />
			• Lacks equipment</p>
			</td>
			<td>&nbsp;</td>
		</tr>
	</tbody>
</table>

<p>[/tab]</p>

<p>[/tabs]</p>

<p>Also read -&nbsp;<a href="https://www.autox.com/news/car-news/road-focused-jaguar-xe-sv-project-8-touring-spec-announced-106079/">Road-focused Jaguar XE SV Project 8 Touring Spec announced</a></p>

<p><a href="https://www.autox.com/news/car-news/jaguar-i-pace-wins-2019-world-car-of-the-year-award-105875/">Jaguar I-Pace wins 2019 World Car of the Year award</a></p>


Jaguar XF 20t Review: First Drive

While it remains largely unchanged, the Jaguar XF 20t, as the name suggests, gets a punchier and refined 2.0-litre Ingenium petrol motor. What happens when you push it? Here's the answer.

<p><strong><em>The second-generation Jaguar XF gets most things right on paper – lower weight, new engine, significant updates and a new design. But just how good is it to drive?</em></strong></p>

<p>The first-generation Jaguar XF had a lot riding on its shoulders, especially with the uncertainty of its ownership under Ford. Despite the pressure, and Tata taking control, Jaguar managed to turn out a modern and cutting edge product at the time. The new generation XF once again faces similar challenges – this time from its rivals. By the time this article appears in print, Mercedes-Benz would have launched the new E-Class, while BMW is expected to bring in the new 5 Series in a few months time. Does the new Jaguar XF have what it takes, then, to hold off this onslaught from the mighty Germans?</p>

<p>At first glance, it might be difficult to distinguish the new XF from its older model – or, for that matter, from its siblings (the XE and XJ). But while the overall silhouette remains more or less the same, the changes are evident if you look closely. The headlights get the typical J-shaped Daytime Running Lights, while the LED taillights borrow its design from the F-Type. The sharp creases on the low-slung bonnet and the svelte tail section add character to the XF’s design. Jaguar sells the XF in three variants – Pure, Portfolio and Prestige. The one we had on test was the base Pure variant, which came fitted with rather ordinary looking 17-inch alloys. That being said, the sporty black grille of the Pure trim appealed to us much more than the chrome of the Prestige variant. The new XF looks typically Jaguar, and is quite the looker – even if you can’t immediately distinguish it from its siblings.</p>

<p><img alt="Jaguar XF Interior" class="alignleft size-full wp-image-94316" src="/uploads/2017/03/Jaguar-XF-front-interior.jpg" style="width: 642px; height: 336px;" /></p>

<p>The story on the inside is somewhat similar too. Some of the elements, like the rotary gear knob and the automatic opening side air vents, remain. Taking centre-stage in this Pure trim is an 8-inch touchscreen infotainment system with Jag’s new InControl interface. The infotainment system is user-friendly, responds well to touch inputs and comes with an 80W 8-speaker system. In the instrument cluster, the new Jaguar XF gets analogue dials with a full colour central TFT-LCD display. The top-end Portfolio trim, on the other hand, gets a fully digital TFT display.</p>

<p>Other standard equipment on this base variant include 10-way electric front seats, dual-zone climate control, an electric sunblind for the rear windscreen, cruise control, and more. Standard safety features include Emergency Brake Assist, Dynamic Stability Control &amp; Traction Control, hazard lights under heavy braking, as well as a front and rear parking aid.</p>

<p>The all-black dashboard, meanwhile, doesn’t look as premium as you would expect from a car in this class and the steering wheel had a few too many buttons for my liking. But if it’s space that you’re after, there’s plenty of it. While the new XF is marginally shorter than its predecessor, it has far more space on the inside thanks to a wheelbase that’s 51mm longer.</p>

<p><img alt="New Jaguar XF Engine" class="alignleft size-full wp-image-94311" src="/uploads/2017/03/Jaguar-XF-engine.jpg" style="width: 642px; height: 336px;" /></p>

<p>Under its curvaceous bonnet, the XF has received a heart transplant. With the XF, Jaguar debuts its new 2.0-litre Ingenium diesel motor that churns out 177bhp and 430Nm of torque. In comparison to its predecessor, the XF makes extensive use of aluminium thanks to which it sheds up to 190kgs. Needless to say, the reduction in weight does reflect in the way it accelerates from a standstill. The new engine is also relatively refined. That being said, at higher speeds, it does feel a bit rough around the edges – with a little bit of noise seeping into the cabin. When cruising, however, it doesn’t feel as coarse. The XF comes mated to an 8-speed automatic transmission. And while gearshifts are swift and smooth, they’re not quite as precise as the dual-clutch box in the Audi A6. Slotting the rotary controller in Sport, however, does make the shifts a little faster.</p>

<p>The XF comes with Eco, Standard, Dynamic and Rain/Snow/Ice modes. Shifting between these modes adjusts the engine, gearbox and steering response. The Dynamic mode is the most enthusiastic of the lot – it not only makes the engine and gearbox more responsive, but also adds adequate weight to the steering. In comparison, all other modes feel soft and comfort oriented. The double wishbone setup in front and integral link at the back means that the new XF is now the best handling car in its class. In fact, with its rear-wheel drive setup, low weight, and sharp handling, it displaces the BMW 5 Series as the driver’s car in this segment. The steering is sharp and nicely weighted, the chassis is balanced, and it provides a great deal of confidence from behind the wheel. It’ll even let you indulge in some good old-fashioned hooliganism if you’re so inclined.</p>

<p>With its latest generation of cars, it seems that Jaguar is certainly aiming for class-leading sporting prowess while, at the same time, being able to maintain the plush ride for which its always been famous. In our conditions, however, it does tend to bottom out on occasion when the going really gets rough.</p>

<p>So if you want a luxury car that you can actually enjoy driving, this is the one for you. Plus, it stands out from the German competition. The new E-Class from Mercedes and 5 Series from BMW will give Jaguar some sleepless nights though.</p>

<p><img alt="Jaguar XF Rear Three Quarter" class="alignleft size-full wp-image-94310" src="/uploads/2017/03/Jaguar-XF-rear-three-quarter.jpg" style="width: 642px; height: 336px;" /></p>

<p>[tabs]<br />
[tab title="Jaguar XF"]</p>

<p><strong>Engine:</strong> 2.0-litre / 4-Cylinder / Turbocharged</p>

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

<p><strong>Power:</strong> 177bhp @ 4,000rpm</p>

<p><strong>Torque:</strong> 430Nm @ 1,750-2,500rpm</p>

<p><strong>Transmission:</strong> 8-Speed Automatic / Rear-Wheel Drive</p>

<p><strong>Price:</strong> Rs.49.50 lakhs (Ex-showroom, Delhi)</p>

<p><strong>X-Factor:</strong> While the XF adds some punch in most areas, it’s not quite distinctive enough on the road. Great from behind the wheel though!</p>

<p>[/tab]<br />
[/tabs]</p>

<p><strong>Also read:&nbsp;</strong><a href="https://www.autox.com/reviews/car-reviews/new-2017-mercedes-benz-e-class-review-first-drive/">2017 Mercedes-Benz E-Class Review</a></p>


Jaguar XF Review, First Drive

With the latest generation XF, Jaguar has certainly upped the game for the German rivals. It comes loaded with tech, space and drives like bonkers. Don't believe me? Read the full review here.

Jaguar XF price starts at ₹ 7160000. Check specifications, features, mileage, colours, variants, images, FAQs, news, reviews, and videos.

Jaguar XF, Track Test

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Jaguar

Jaguar XF

Not luxurious enough 

<p>I like the look of the XF, it is quite unique and elegant. But for the price, even the top Portfolio variant does not offer enough. A comparable BMW 5-series offers more luxury and a longer list of features.</p>


RightHandDriving

1999 CC

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

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

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

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

    
  
    
  


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

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

    
  
    
  


<h2>So, what’s under the hood?</h2>

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


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

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

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

    
  


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

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




<p>[tabs]</p>

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

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

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

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

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

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

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

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

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

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

<p>[/tab]</p>

<p>[/tabs]</p>


Ferrari 12Cilindri Spider First Drive Review: Versatility in Verde

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

<p>&nbsp;</p>

<p>[tabs]</p>

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

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

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

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

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

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

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

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

			<p>•&nbsp; Smart Design</p>

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

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

<p>[/tab]</p>

<p>[/tabs]</p>


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

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