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<p>Land Rover&nbsp;is a renowned British car maker, known for its iconic four-wheel-drive vehicles. It is now owned by the British multinational car manufacturer&nbsp;<a href="https://www.autox.com/new-cars/jaguar/" title="Jaguar">Jaguar</a>&nbsp;Land Rover, which has been owned by India's Tata Motors since 2008.</p>

<hr />
<p>The ‘Land Rover’ name was originally used by the Rover Company for the Land Rover Series model, launched in 1948. It developed into a brand encompassing a range of four-wheel-drive models, including the Defender, Discovery, Freelander,&nbsp;Range Rover,&nbsp;Range Rover Sport,&nbsp;Range Rover Evoque&nbsp;and the&nbsp;Range Rover&nbsp;Velar.</p>

<p>2018 marked the 70th anniversary of the production of the first Land Rover. The refinement of the Range Rover, the versatility of the Discovery and the durability of the Defender are all testament to Land Rover’s engineering and design achievements spanning &nbsp;70 years.</p>

<p>From the desert and the mountains to the mud, sand and snow; as the first true all-terrain vehicle, Land Rover has always stood for capability and adventure. The ability to go ‘above and beyond’ has always been at the heart of Land Rover. Land Rover dominated 70% of the global aid market for automobiles in the 1970s. Across the world, all Land Rover cars has helped establishing the brand as a symbol of hope and rescue, reaching places no car had before to help people and causes in far reaching areas across the globe.</p>

<p>As of 2018, 7.2 million Land Rovers had rolled off the line from the company’s Solihull plant and Halewood is the place from which nearly 1.4 million Freelanders, Evoques and&nbsp;Discovery Sport&nbsp;models had set off on their journeys across the world.</p>

<p>On 18th January 2008, Tata Motors established&nbsp;<a href="https://www.autox.com/new-cars/jaguar/" title="Jaguar">Jaguar</a>&nbsp;Land Rover Limited as a British-registered, wholly owned subsidiary. The new company was to be used as a holding company for the acquisition of the two businesses from&nbsp;<a href="https://www.autox.com/new-cars/ford/" title="Ford">Ford</a>&nbsp;- Jaguar Cars Limited and Land Rover. That acquisition was completed on 2nd June 2008 at a cost of £1.7 billion.</p>

<p>Land Rover’s official entry to the fast-growing Indian car market was marked by the opening of the flagship showroom facility in Mumbai by Mr Ratan Tata. The first Land Rover cars in India were the Discovery 3, Range Rover and the&nbsp;Range Rover Sport, all brought in as CBUs.</p>

<p>The range of Land Rover cars in India consists of the&nbsp;Discovery Sport, Discovery,&nbsp;Range Rover Evoque, Range Rover, Range Rover Sport and the Range Rover Velar, which form the company’s 2018 product line-up. Its manufacturing facilities are set up in the UK, Brazil, India and China (CKD Assembly only).</p>

<p>With the introduction of multiple hybrid electric models in 2013, future Land Rover car models are also expected to get a similar treatment as the company had earlier revealed its plans to make electric technology its key focus area for production models slated for a 2020 debut.</p>

<p>Land Rover car prices in India start from around 42 lakh rupees for the 2018 Discovery Sport. All Land Rover car price listings can be found on the website of&nbsp;<a href="https://www.autox.com/" title="autoX">autoX</a>.</p>


<p><em>It seems unlikely that form and function in equal measure can be just as appealing and capable as something that prioritises one over the other. But, Land Rover begs to differ.</em></p>

<p>There are many things in life where form follows function, or in some cases the other way around. While something might look great, in reality it might not necessarily be so. On the other hand, something might be great or highly capable, but its appearance might put you off because it gives precedence to function over form. And this brings me to the sea of SUVs or crossovers that we’ve got today.</p>

<p>Throughout the world, car buyers have been obsessing over SUVs because of the notion that if it looks big and powerful, it’ll make the person behind the wheel big and powerful too. The SUV, when it was first conceived, was a utilitarian vehicle – but now it’s become more of a fashion statement. And that’s why new-age crossover vehicles will likely never see even a single patch of ground that contains a loose surface, let alone go fully off-road. Now, it’s perfectly acceptable for a brand to cater to that market if there’s demand, but what I’m afraid is the willingness of brands to ignore their heritage to compete against what can be best referred to as SUV impersonators.&nbsp;</p>

<p><strong>That go-anywhere ability</strong></p>

<p>Over the years, Range Rovers have upped the bling quotient and have become ultra luxurious but have always retained the go-anywhere ability that their forbearers have been famous for. It’s a brand that has its foundations firmly planted in the idea of being functional – something reflected in the designs of their flagship models thus far. My fear, however, has always been that one-day this credo will be compromised. The question is, has that happened with the launch of the Velar?&nbsp;</p>

<p><img alt="Range Rover Velar Front View" src="/uploads/2018/03/Range-Rover-Velar-front-three-quarter-action2.jpg" /></p>

<p>I couldn’t help but feel that it looks way too good – with a minimalistic approach towards design – to be able to browbeat its way through the bowels of Mother Nature. Land Rover realised that a significant number, if not all, of their customers will never really take their Range Rovers off-road. And while other carmakers, including Range Rover in its other models, try and add masculinity to their designs, with the Velar they decided to take a more mature and minimalist approach to create something simple, yet beautiful.</p>

<p>Yes, it’s beautiful, no doubt about that. When we tested it last year in Norway, we realised that even though it’s slightly softer than its elder brothers, it maintains the heritage associated with the badge. But what we didn’t realise back then was how it would perform on Indian roads.&nbsp;</p>

<p><strong>What about on our roads&nbsp;</strong></p>

<p>On our roads, the Velar looks like a concept car that’s just driven off the Auto Expo show floor. Its flush door handles, sloping roofline and extremely slim matrix LED headlamps perfectly complement its well sculpted body – in a manner that can only be described as perfection personified! However, what’s interesting is that if you put the Velar in any other environment – like the wilderness or the countryside – it still somehow manages to look the part. And we haven’t even begun to take a look inside!&nbsp;</p>

<p>The Velar does away with what a traditional car interior is meant to be and offers us a glimpse into the future of car cabins. Gone are the buttons, dials and gauges. What you get instead of an instrument cluster is a digital TFT screen – the main touchscreen infotainment system comes with an adjustable angle to reduce glare. Apart from that, there’s another touch-enabled screen with three knobs. The small one turns the screen on and off and controls the audio volume. It’s flanked by two other knobs that can either control the driving modes or the climate control settings. But that’s not all, the controls on the steering wheel are also touch sensitive. The rest of the cabin has that typical Range Rover opulence, with beautifully designed and crafted panels and materials.</p>

<p><img alt="Range Rover Velar Interior" src="/uploads/2018/03/Range-Rover-Velar-interior2.jpg" /></p>

<p>But, while all this may sound like being propelled into the future, there are a few issues that need to be addressed. Firstly, if you generally have sweaty hands, the glossy finish on the touchscreens is an OCD nightmare. After a couple of days of use, it started to look like a crime scene being analysed by a forensics team. Secondly, the system and the graphics refresh a little too quickly. Any attempt to change the driving mode or climate setting will force you to take your eyes off the road. And finally, the knobs move a little too freely, which can result in selecting the wrong setting – leading you to sit in a furnace in summer on the highway, with the car set to the ‘Sand’ driving mode.&nbsp;</p>

<p>Nevertheless, if you skip past the glossy panels and actually get behind the wheel, you begin to realise what the Velar really is all about. The model we tested was the P250 SE, which is powered by the 2.0-litre Ingenium motor. It might sound like a diesel during a cold start, but once it’s all warmed up and ready to go, the engine is exceptionally refined and responsive in any mode. The gearbox is smooth to shift, but could be quicker on the downshift in order to aid acceleration during overtaking. But what really gives you that luxury feel is its supple ride. Our test car was fitted with standard steel suspension – as opposed to the air suspension on the top-of-the-line 3.0-litre diesel variant – and while it’s not quite as refined as the optional air suspension it does an exceptional job nonetheless. The Velar is not as sporty as the Jaguar F-Pace – with which it shares its underpinnings – but it’s more comfortable and refined. In terms of cabin space, the Velar is designed for accommodating four passengers comfortably – the fifth passenger in the middle rear seat will struggle for legroom. However, there is ample room for luggage in the boot.&nbsp;</p>

<p><strong>Yes, it is rather brilliant&nbsp;</strong></p>

<p>So, the Velar – as it turns out – is a rather brilliant machine for Indian conditions. It’s the prefect size for our traffic, and immensely comfortable – if not the most spacious in the rear seat. And I can’t help but wonder why one would need a bigger V6 engine. The 2.0-litre petrol is ideal. Personally, I would have preferred air suspension in this model as well for maximum comfort and the adjustable ride height, but the steel suspension is so good that you don’t really miss it. Moreover, while the standard car looks pretty good on its own, the option of the R-Dynamic trim with the 21-inch, multi-spoke wheels simply transforms the pretty looking Velar into the gorgeous and elegant car that it was always intended to be. But, above all, what I love about the Velar is that Land Rover has allowed itself to transcend their heritage while, at the same time, honouring it. The Range Rover Velar is comfortable, very capable – even off-road – and bite-the-back-of-your-hand gorgeous to look at. What more do you want? &nbsp;&nbsp;</p>

<p><img alt="Range Rover Velar Rear View" src="/uploads/2018/03/Range-Rover-Velar-rear-three-quarter2.jpg" /></p>

<p>https://www.youtube.com/watch?v=coaCGQr0g-E</p>

<p>[tabs]</p>

<p>[tab title="Range Rover Velar P250 SE"]</p>

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

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

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

<p><strong>Power: </strong>246bhp @ 5,500rpm</p>

<p><strong>Torque:</strong> 365Nm @ 1,500rpm</p>

<p><strong>Price:</strong> Rs. 85.21 lakh (Ex-showroom)</p>

<p><strong>X-factor:</strong>Futuristic and minimalist exterior and interior design that is simply seductive.</p>

<table cellpadding="1" cellspacing="1" style="width: 100%; font-size:14px;">
	<tbody>
		<tr>
			<td style="font-size:14px;"><strong>Pros &nbsp;</strong>&nbsp; &nbsp;&nbsp;&nbsp; &nbsp;&nbsp;&nbsp;<br />
			• Oh, so pretty<br />
			• Refined &amp; comfortable</td>
			<td style="font-size:14px;"><strong>Cons</strong><br />
			• No Apple CarPlay or Android Auto<br />
			• Distracting touchscreen that attracts fingerprints</td>
		</tr>
	</tbody>
</table>

<p>[/tab]</p>

<p>[/tabs]</p>


Range Rover Velar Review, First Drive

With the Range Rover Velar, the British automaker is bidding on an ultra-luxurious SUV that not only exudes opulence, but it is also equally impressive on the gravel. But, does it deliver? Here's the answer.

Land Rover Range Rover Velar  [2017-2023] price starts at ₹ 8941000. Check specifications, features, mileage, colours, variants, images, FAQs, news, reviews, and videos.

Range Rover Velar Facelift Bookings Open in India Ahead of Launch, Deliveries Begin in September

2023 Range Rover Velar SUV Revealed, PHEV Variant Gets 64km EV Range

Range Rover Velar SVAutobiography Dynamic Edition introduced

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Land Rover

Land Rover Range Rover Velar  [2017-2023]

God combination of style and substance

<p>The Velar is, without doubt, a gorgeous car to look at but it is also very refined and powerful, which makes it the best of both worlds. The only problem I faced was choosing which variant to go for because there are just too many of them. Process needs to be simplified.</p>


Massive boot

<p>I have seen the boot space of this vehicle. We can easily accommodate suitcases to take out of station or to the airport.&nbsp;</p>


Drove in UK

<p>I was in the U.K for a 6 month project. I was staying with my close colleague. He bought a Velar, and on certain occasions, I would drive it to work. Brilliant SUV but very. Too expensive in India.&nbsp;</p>


RightHandDriving

2993 CC

1997 CC

<p>Land Rover has now started accepting bookings for its Range Rover Velar facelift in India. This means that the prices of the new Velar could&nbsp;be announced in the coming weeks, while deliveries are slated to begin in September 2023. The SUV will go on sale only in the Dynamic HSE avatar with two drivetrain options - a 2.0-litre petrol as well as a 2.0-litre diesel unit. The all-wheel-drive system is available as standard here, with a water-wading depth of 580mm. Additionally, the Velar also brings with it an&nbsp;electronic air suspension system with Automatic Access Height, allowing you to get in and out of the car with ease and sophistication.&nbsp;&nbsp;</p>

<p>Introduced in the Indian market in 2018, the&nbsp;Range Rover Velar is underpinned by&nbsp;the same modular Lightweight Aluminum Architecture found on the Jaguar F-Pace.&nbsp;The Velar is the fourth member of the Range Rover series&nbsp;and slots in between the Evoque and the Sport.</p>

<p><img alt="Range Rover Velar Facelift" height="720" src="/uploads/2023/07/Range-Rover-Velar-Facelift.jpg" width="1280" /></p>

<p><strong>Also Read:&nbsp;</strong><a href="https://www.autox.com/news/car-news/bmw-ix-becomes-the-brands-best-selling-luxury-ev-in-india-113940/" rel="bookmark" title="BMW iX Becomes the Brand's Best-selling Luxury EV in India">BMW iX Becomes the Brand's Best-selling Luxury EV in India</a></p>

<h2>Range Rover Velar Facelift: Powertrain</h2>

<p>Engine options include a single petrol unit, which extracts 247bhp and 365Nm from a 2.0-litre motor. The end result is a claimed top speed of 217km/h, while the car can accelerate from 0 to 100km/h in 7.5 seconds. On the other hand, those looking for diesel have an option of 2.0-litre Ingenium diesel unit that cranks out 201bhp and 420Nm of torque. The diesel version with a mild-hybrid system is claimed to get a top speed of 210km/h and&nbsp;a 0 to 100km/h sprint in 8.3 seconds.&nbsp;</p>

<h2>Range Rover Velar Facelift: Exterior&nbsp;</h2>

<p>Cosmetic improvements involve&nbsp;a revamped grille at the front flanked by&nbsp;new Pixel LED headlamps with jewel-like LED daytime running lights. Other bits include a redesigned rear bumper and taillamps. With respect to exterior colour options, buyers have a choice of&nbsp;Metallic Varesine Blue as well as&nbsp;Premium Metallic Zadar Grey.&nbsp;</p>

<p><img alt="Range Rover Velar Facelift Rear" height="720" src="/uploads/2023/07/Range-Rover-Velar-Facelift-Rear.jpg" width="1280" /></p>

<h2>Range Rover Velar Facelift: Interior, Features</h2>

<p>Inside, the&nbsp;Velar Facelift&nbsp;comes loaded with a new 11.4-inch curved touchscreen, wireless Android Auto and Apple CarPlay, wireless charging, moonlight chrome on the steering wheel, air vents, centre console surrounds, an air purification system with PM2.5 filtration, and Tactile Shadow Grey Ash wood veneer trim finishers, among other things. Besides, the car also gets a signature Terrain&nbsp;Response system with 7 driving modes - Eco, Comfort, Grass-Gravel-Snow, Mud-Ruts, Sand, Dynamic, and Automatic.&nbsp;Other elements include active road noise cancellation, electronic air suspension, adaptive dynamics, and two new leather colourways - Deep Garnet &amp; Caraway.&nbsp;</p>

<p><strong>Also Read:&nbsp;</strong><a href="https://www.autox.com/news/car-news/2023-mercedes-benz-glc-suv-bookings-open-at-rs-150-lakh-in-india-to-launch-on-august-9-113935/" rel="bookmark" title="New Mercedes-Benz GLC SUV Bookings Open at Rs 1.50 Lakh in India, to Launch on August 9">New Mercedes-Benz GLC SUV Bookings Open at Rs 1.50 Lakh in India, to Launch on August 9</a></p>

<h2>Range Rover Velar Facelift: Market Competition</h2>

<p>In terms of market rivalry, the new&nbsp;Range Rover Velar will be the answer to the likes of the Jaguar F-Pace and the Porsche Macan.&nbsp;</p>


Expect the Range Rover Velar facelift to be launched in the coming weeks, with deliveries set to begin in September 2023. Upon launch, it will be the answer to the likes of the Jaguar F-Pace and the Porsche Macan. 

<p>We've recently witnessed&nbsp;the unveiling and launch of the new Range Rover flagship SUV and the Range Rover Sport. Going from top to bottom in the auto manufacturer's lineup, the Velar comes next. And now, the British&nbsp;carmaker&nbsp;has revealed the 2023 Range Rover Velar facelift, which includes a slew of changes. However, it is only a mid-cycle refresh and not an all-new model, which is anticipated to launch very soon. For the time being, Range Rover has revamped&nbsp;the Velar with slight cosmetic modifications&nbsp;and major interior enhancements&nbsp;to compete with the likes of the Audi Q7 and the Mercedes-Benz GLE.&nbsp;The new SUV will look familiar if you've seen one before. While retaining its long bonnet and coupe-like rear roofline as well as sleek, swept-back appearance, it also gets new front and rear end styling along with a new set of dual-tone, machined alloy wheels.</p>

<p><strong>Also Read:&nbsp;&nbsp;</strong><a href="https://www.autox.com/videos/2023-range-rover-sport-walkaround-legit-boss-car-vibes-autox-112029/">2023 Range Rover Sport Walkaround: Legit Boss Car Vibes | autoX</a></p>

<p>The revised front fascia distinguishes the updated Velar on the cosmetic front. The SUV gets Land Rover's pixel LED headlamps with the DRL pattern, and minor changes from the outgoing model. The grille has also been updated, with the patterning matching that of the Range Rover. The LED light signatures within the taillamps have also been redesigned, and the rear bumper has a new skid plate design. The new Velar will be available in global markets later this year.</p>

<p>A major upgrade for 2023 is the Velar P400e plug-in hybrid, which now has an 11-kilometre&nbsp;increase in the EV-only range thanks to an increase in the battery capacity from 13.6kWh to 19.2 kWh.&nbsp;The P400e continues to combine a 296bhp, 2.0-litre four-cylinder gasoline engine with a 141bhp&nbsp;electric motor in the transmission for a total output of 400bhp and 640Nm. <a href="https://www.autox.com/news/car-news/new-range-rover-sport-deliveries-commence-in-india-111969/">Range Rover</a> Velar&nbsp;can attain&nbsp;a top speed of 209km/h due&nbsp;to this acceleration, which takes place in just 5.4 seconds from 0 to 100km/h.&nbsp;The 2.0-litre four-cylinder petrol engine produces 247bhp&nbsp;without the help of an electric motor, but the other three engine choices—a 2.0-litre four-pot diesel with 201bhp and a pair of 3.0-litre straight-six engines, one powered by gasoline and the other by diesel and producing 395bhp&nbsp;and 296bhp, respectively—all feature mild hybrid technology. Meanwhile, the 541bhp,&nbsp;5.0-litre&nbsp;Supercharged V8-powered&nbsp;limited-edition Autobiography variant has been dropped with this update.</p>

<p><strong>Also Read:&nbsp;</strong><a href="https://www.autox.com/news/car-news/5-star-euro-ncap-ratings-for-the-new-range-rover-and-range-rover-sport-111843/">5-Star Euro NCAP ratings for the new Range Rover and Range Rover Sport</a></p>

<p>With the transition to a minimalist design, the central touchscreen has evolved into the hub for all in-car features, including seat controls, infotainment, and air conditioning. The new 11.4-inch floating unit is powered by the most recent Pivi Pro software from <a href="https://www.autox.com/news/car-news/new-range-rover-sport-deliveries-begin-in-india-here-are-the-top-highlights-of-the-luxury-suv-111980/">Jaguar Land Rover</a>, which includes over-the-air updates, Amazon Alexa voice functionality, and connected vehicle technologies. Instead of keeping the lower secondary display from the previous model, the smooth, minimalist centre console now only has the gear selector and the parking brake switch. Additionally, a concealed cubby for the wireless phone charger is located on the panel below the touchscreen.</p>

<p>&nbsp;</p>

<p>&nbsp;</p>

<p>&nbsp;</p>


The Range Rover Velar has received a mid-lifecycle upgrade, which includes a revised exterior design, new tech, and modified powertrain. The most notable change is to the battery pack of the facelifted SUV due to which it now has an EV-only range of 64 kilometres.

<p>The Range Rover Velar has been to JLR’s Special Vehicle Operations division and returned with 549bhp and more upgrades.</p>

<p>Land Rover has just debuted the Range Rover Velar SVAutobiography Dynamic Edition and thrown in a 5.0-litre, supercharged V8.</p>

<p>Tuned and transformed by JLR’s SVO division, the engine develops 549bhp and 680Nm of torque. The monster of an engine is mated to an eight-speed automatic transmission allowing the Velar to sprint to a 100km/h from a standstill in just 4.5 seconds.</p>

<p>The Velar in SVAutobiography Dynamic Edition spec maxes out at staggering 274km/h. However, the mid-size SUV also comes equipped with larger brakes for adequate stopping power. The front brakes are a set of 395mm discs, while the rear is equipped 396mm discs made in two-piece construction to shed weight. The calipers are painted red and&nbsp;the option of black is also offered. As standard, the SUV sits on 21-inch wheels while a&nbsp;22-inch set is offered as options.</p>

<p><img alt="Range Rover Velar SVAutobiography Dynamic Edition Rear" height="336" src="/uploads/2019/02/Range-Rover-Velar-SVAutobiography-Dynamic-Edition-Rear.jpg" width="642" /></p>

<p>Additionally, SVO has also reworked the all-wheel-drive system of the Velar by beefing up its transfer box. Along with the Active Rear Locking Differential, transmission, steering, and air suspension which have all been reworked to be bespoke to handle the added performance of the powertrain. And now, the electronics are permitted to send 100 per cent of the power to the rear wheels if required.</p>

<p>The SVAutobiography Dynamic Edition offers some changes to the Velar’s styling as well. The front bumper gets larger air intakes which channel air to the engine and the brakes to help in cooling. At the back, there are quad exhausts to set it apart from the standard Velar.</p>

<p><img alt="Range Rover Velar SVAutobiography Dynaimc Edition Interior Cabin Dashboard" height="336" src="/uploads/2019/02/Range-Rover-Velar-SVAutobiography-Dynaimc-Edition-Interior-Cabin-Dashboard.jpg" width="642" /></p>

<p>The interior is now equipped with a sportier steering wheel, with aluminium paddle shifters, additionally, there’s a knurled finish for the infotainment system’s control dials and also for the rotary gear selector. While a carbon fibre pack is also available as an option.</p>

<p>Land Rover will offer the Range Rover Velar SVAutobiography Dynamic Edition in a choice of Firenze Red, Santorini Black, Corris Grey, Fuji White, and Indus Silver colour options. While Satin Byron Blue will also be offered in on special order only.</p>


Land Rover has just debuted the Range Rover Velar SVAutobiography Dynamic Edition and thrown in a 5.0-litre supercharged V8.
Tuned and transformed by JLR’s SVO division, the engine develops 549bhp and 680Nm of torque.

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

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

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

    
  
    
  


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

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

    
  
    
  


<h2>So, what’s under the hood?</h2>

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


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

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

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

    
  


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

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




<p>[tabs]</p>

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

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

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

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

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

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

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

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

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

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

<p>[/tab]</p>

<p>[/tabs]</p>


Ferrari 12Cilindri Spider First Drive Review: Versatility in Verde

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

<p>&nbsp;</p>

<p>[tabs]</p>

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

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

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

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

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

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

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

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

			<p>•&nbsp; Smart Design</p>

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

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

<p>[/tab]</p>

<p>[/tabs]</p>


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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

<h2>Drives Differently?</h2>

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

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

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

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

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

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

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

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

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

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

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

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

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

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

<p>[tabs]</p>

<p>[tab title="<strong>Honda Amaze</strong>"]</p>

<p><strong>Engine:</strong> 1,199cc / 4-Cylinder / Naturally-Aspirated</p>

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

<p><strong>Transmission:</strong> CVT / Front-Wheel Drive</p>

<p><strong>Power:</strong> 89bhp @ 6,000rpm</p>

<p><strong>Torque:</strong> 110Nm @ 4,8000rpm</p>

<p><strong>Price:</strong> ₹8.00 – 10.90 Lakh (Ex-Showroom)</p>

<p><strong>X-Factor:</strong> <em>It offers everything you need in your&nbsp;daily&nbsp;ride.</em></p>

<table cellpadding="1" cellspacing="1">
	<tbody>
		<tr>
			<td>
			<p><strong>Pros &nbsp;</strong>&nbsp; &nbsp;&nbsp;&nbsp; &nbsp;&nbsp;&nbsp;<br />
			•&nbsp;Design, Safety and Space</p>
			</td>
			<td>
			<p><strong>Cons</strong><br />
			• Less exciting powertrain</p>
			</td>
		</tr>
	</tbody>
</table>

<p>[/tab]</p>

<p>[/tabs]</p>


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