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<p>Maruti Suzuki India Limited (MSIL), erstwhile registered as Maruti Udyog Limited, stepped into India in the year 1983. The first ever Maruti Suzuki car in India was the Maruti 800, which went on to become the company’s most prominent model, remembered by countless individuals as the revolution of the Indian car industry.</p>

<hr />
<p>The Maruti 1000 was an equally important car for the brand. It was introduced in 1989 with a 970cc engine, and was India’s first modern sedan. While the Zen was launched in 1993 with a 993cc engine, Maruti re-introduced its sedan in 1994 with a bigger, 1298cc engine, and called it the Esteem. Since its start of production in 1994, Maruti had produced 1 million vehicles. There was a second plant inaugurated as well, with an annual capacity of 200,000 units. A new Maruti Suzuki car, the&nbsp;800 was launched in 1998 and it sported a brand new design. The Zen diesel was Maruti’s first diesel car for India, and a redesigned Omni was introduced alongside as well. In the year 1999, Maruti launched a three-box saloon, called the Baleno, and the WagonR, which quickly became a favourite among Indian buyers.</p>

<p>Today, Maruti Suzuki cars model list&nbsp;has, what could easily be, one of the largest model portfolios in the country – starting with the Maruti Suzuki Alto, Alto K10, Swift, WagonR, Celerio, Dzire, Brezza, Ertiga, Gypsy, Eeco, Baleno, Ciaz and Ignis. The production facilities are based in Gurugram and Manesar in Haryana and Sanand in Gujarat.</p>

<p>Maruti Suzuki car prices start from around 2.5 lakh rupees for the 2018 Alto 800. Maruti car price listings can be found on the website of autoX.</p>


Maruti Suzuki India Limited (MSIL), erstwhile registered as Maruti Udyog Limited, stepped into India in the year 1983. The first ever Maruti Suzuki car in India was the Maruti 800, which went on to become the company’s most prominent model, remembered 

<p><span style="line-height:normal"><span style="font-weight:normal">With the launch the Ertiga, Maruti Suzuki not only entered the MPV segment in 2012 but also managed to undercut its rivals. The Ertiga has been a steady performer for India’s number one car manufacturer, but after 6 years of stable performance, Maruti thinks that it’s time for the first generation MPV to retire and to launch the all-new second-gen Ertiga. The secret behind this vehicle’s success has been its practicality and, more importantly, its value-for-money quotient. Maruti has stuck to the same winning formula with the 2018 avatar by pricing it at ₹ 7.44 lakh onwards. As the Eritga now comes with a more powerful new 1,462cc petrol engine, same as the Ciaz, we got behind the wheel of both manual and automatic versions of the new MPV to find out how they fare against real-world conditions. </span></span></p>

<p>&nbsp;<img alt="Maruti Suzuki Ertiga Wheels" src="/uploads/2018/11/Maruti-Suzuki-Ertiga-15-inch-wheels.jpg" /></p>

<p><strong>Exterior</strong><br />
In an attempt to make the Ertiga distinctive, Maruti has gone bold with an in-your-face chrome studded front grille. Honestly, it doesn’t look garish at all, as the slightly swept back elongated headlamps complement the new nose. The new headlamp cluster now boasts projector lamps for a better and an accurate light dispersal. The front bumper is now a lot more muscular with an edgy design, especially where the fog lamps are housed. Coming to the side profile, the Ertiga still comes with 15-inch alloy wheels, but it gets a new design. There are a couple of prominent creases running across the Ertiga from the A-pillar all the way to the new L-shaped tail lamps. Another line runs across the lower part of the doors from the front wheels to the rear, adding a bit of a character. Now the rear of the Ertiga, in my opinion, is where it stands out. Take a closer look, and it seems that Maruti has been inspired by both Volvo’s and BMW's design philosophies. The all-new LED L-shaped tail lights appear to be straight from the XC60, while the rear design is from the Bavarian luxury carmaker's&nbsp;SUV range. To give credit where credit is due, Maruti has managed to make the Eritga look very contemporary and quite pleasing to the eyes.</p>

<p>​​​​​​<img alt="Maruti Suzuki Ertiga Interiors" src="/uploads/2018/11/Maruti-Suzuki-Ertiga-interiors.jpg" /></p>

<p><strong>Interior</strong></p>

<p><span style="line-height:normal"><span style="font-weight:normal">Step inside, and you’re welcomed by a predominantly beige cabin, with a dual-tone black and beige dashboard that’s smartly designed with an Audiesque stretched air condition vents in front of the passenger side. Adding a touch of class, the cabin gets a faux wood finish on the dashboard and side of the doors. Unlike the automatic trim, the manual version’s flat-bottom steering wheel is leather wrapped and wood finished, like the Dzire. Again, the design is in with good taste and doesn’t feel tacky. It actually gives the Ertiga a bit of a premium feel. Based on the same 2,740mm wheelbase, the new Ertiga is now 40mm wider, 5mm taller and 99mm longer. As great as that sounds, how does it actually translate in terms of passenger comfort and space? </span></span></p>

<p><img alt="Maruti Suzuki Ertiga Third Row" src="/uploads/2018/11/Maruti-Suzuki-Ertiga-third-row.jpg" /></p>

<p>To start with, the second row offers acres of legroom, and as the 60:40 split seats can both slide and recline, even passengers with over 6-feet height will have no complaints at all. For easy access to the third row, Maruti has now introduced a one-touch recline and slide mechanism so that the second-row seats can be effortlessly folded. Entering the third row, however, still remains quite a challenge. But once seated, it’s evident that it offers more leg space and shoulder room than the previous generation Ertiga, thanks to the reclining seats. As the MPV is longer, it even offers luggage space with the third-row seats up.<br />
The seats, on the other hand, provide a lot more cushion and back support than the other Maruti vehicles, like the Swift and Ciaz. Sadly, the seat squabs are flat, especially in the second and third rows, therefore, they lack under-thigh support. As the armrest in the second row isn’t very pronounced, a third passenger can sit in the middle with ease.</p>

<p><strong>New powertrain</strong></p>

<p>The new 103bhp, 1,462cc petrol is more powerful than the previous model’s 91bhp, 1,373cc motor, but Maruti also claims that the new petrol powertrain is more fuel efficient – 10 per cent to be precise. According to the manufacturer, the new Ertiga petrol manual and automatic versions return 19.3km/L and 18.6km/L, respectively, as compared to the older engine’s 17.5 km/L for the manual and 17km/L for the automatic. They have managed to do this with the help of two batteries — a lead acid and a lithium-ion one. The hybrid system also comes with a brake energy regeneration system, which recharges the lithium-ion battery, and the battery, in return, provides torque assist to the front wheels whenever required. So, to cut a long technical story short, this hybrid system ensures that the engine remains fuel efficient.</p>

<p><img alt="Maruti Suzuki Ertiga Automatic Gear Shift" src="/uploads/2018/11/Maruti-Suzuki-Ertiga-automatic-gear-shift.jpg" /></p>

<p>Okay, enough of juggling around with all these figures and technical jargons. Let’s find out how the new 1.5-litre behaves on the road. We first got our hands on the 4-speed automatic torque converter. I slotted the gear shifter to drive mode, and it cruised in a calm and a composed manner. As the transmission’s ratio is high, it seamlessly changes gears and picks up speed in a linear fashion. It glides in start-stop traffic without any stress. We decided to step on the gas, and see how it reacts during a quick overtake. To be honest, in city traffic, it has just about enough punch to zip past another vehicle, but on the highway, it struggles, especially when it’s fully loaded with seven adults. Keeping in mind that it’s a people’s carrier, the automatic does a decent job in the city, but, personally, I think, it’s time Maruti started looking at the 6-speed torque converter or a CVT, which would certainly bring some boldness to its lazy nature.</p>

<p>Coming to the 5-speed manual transmission, its characteristics are also linear like the automatic, but the main difference here is that you could push the engine a bit more by letting the rev needle cross the 4,000 – 4,500rpm mark. Believe it or not, this is where you feel the power gushing in, as the Ertiga starts to sprint. The only problem is that the engine begins to feel strained and the noise starts to enter the cabin. This is when your natural reflex kicks in, and you start to ease off the accelerator. The 1.5-litre has a relaxed nature at low and mid-range powerband with ample power to manoeuvre around city traffic.</p>

<p><img alt="Maruti Suzuki Ertiga Front" src="/uploads/2018/11/Maruti-Suzuki-Ertiga-Front.jpg" /></p>

<p><strong>Ride and handling</strong></p>

<p>Keeping in mind that the Ertiga is almost 4.4 metres in length and weighs in the region of 1,750kg, it feels a lot lighter due to the Heartech platform. Don’t get me wrong, it can’t zigzag through the traffic like the Swift, but it changes lanes effortlessly without making you feel the weight. Yes, one still has to be aware of the length of this vehicle. With a lighter steering wheel and clutch, the new Ertiga drives more like a crossover than an MPV. Handling is obviously not a USP of an MPV, but to our surprise, the Ertiga didn’t feel too out of shape in corners. Of course, there is a bit of a body roll, but nothing that made us second guess it. All this is possible due to the rigidity of the chassis, which has improved the vehicle’s handling capabilities.</p>

<p>The Ertiga comes with ventilated disc brakes at the front and drums at the rear. The brakes provide a decent bite, but solid discs at the rear could have been better.</p>

<p>With a brand-new torsion beam and coil spring in the rear, the Ertiga provides a supple ride quality. The suspension manages to comfortably insulate passengers from the undulations. Whether a bump or a ditch, the ride never suffered, neither did it crash into it, unsettling the passengers' comfort.</p>

<p><img alt="Maruti Suzuki Ertiga Air Cooled Holders" src="/uploads/2018/11/Maruti-Suzuki-Ertiga-air-cooled-holders.jpg" /></p>

<p><strong>Features</strong></p>

<p>The 2018 Ertiga is feature-laden both in terms of comfort and safety. It boasts air-cooled cupholders – a segment first – which is integrated into the central console. As it receives air directly from the AC, you can both cool or keep your beverage warm, according to your need. The MPV now also comes with an automatic climate control. In the instrument cluster, between the rev meter and the speedometer, it gets a 4.2-inch multi-information display like the Baleno. It displays fuel economy, power and torque and even doubles up as an analogue clock. The Eritga is also equipped with a 7-inch infotainment system, Android Auto, Apple CarPlay and even Mirror Link for smartphone connectivity. When it comes to safety, Maruti has left no stone unturned, as the Ertiga comes standard with dual airbags, ISOFIX child seat anchorages, ABS with EBD and brake assist, along with reverse parking sensors across all variants.</p>

<p>Coming to the practical aspect, all the three rows come with 12-volt sockets and cup or bottle holders. The second row gets four AC vents, which also works for the third row.</p>

<p><strong>Verdict</strong></p>

<p>The new Eritga is now more spacious, fully loaded with features and has a plusher interior. Maruti has tried to make it give it a bit more contemporary exterior. The built and finish is still the best in its segment and, at the same time, offers the most value for money in the segment. So, if you have a big family or you ferry a lot of people on a daily basis, then look no further than the Ertiga.</p>

<p>https://www.youtube.com/watch?v=CEs65AcMnxc</p>

<p>&nbsp;</p>

<p>[tabs]</p>

<p>[tab title="<strong>2018 Maruti Suzuki Ertiga</strong>"]</p>

<p><strong>Engine:</strong>&nbsp;1,462cc / 4-Cylinders / 16-Valves / DOHC</p>

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

<p><strong>Transmission:</strong>&nbsp;5-Speed Manual / 4-Speed Auto / Front-Wheel Drive</p>

<p><strong>Power:</strong> 103bhp @ 6,000rpm</p>

<p><strong>Torque:</strong> 138Nm @ 4,400rpm</p>

<p><strong>Price:</strong>&nbsp;₹9.50 / 9.95 lakh (Ex-showroom, India)</p>

<p>&nbsp;</p>

<p><strong>X-Factor:&nbsp;</strong>The new second generation Ertiga gets a premium cabin, with very supportive seats and great ride quality.</p>

<table cellpadding="1" cellspacing="1">
	<tbody>
		<tr>
			<td>
			<p><strong>Pros &nbsp;</strong>&nbsp; &nbsp;&nbsp;&nbsp; &nbsp;&nbsp;&nbsp;<br />
			•&nbsp;Spacious cabin<br />
			•&nbsp;Comfortable ride<br />
			•&nbsp;Value for money</p>
			</td>
			<td valign="top">
			<p><strong>Cons</strong><br />
			• Lack of AC vents for third row<br />
			• No infotainment system for AT trim</p>
			</td>
		</tr>
	</tbody>
</table>

<p>[/tab]</p>

<p>[/tabs]</p>

<p>&nbsp;</p>

<p>&nbsp;</p>


Maruti Suzuki Ertiga Review, First Drive

Say hello to the second-generation Maruti Suzuki Ertiga! In 2012, Maruti Suzuki entered the MPV segment - dominated by Toyota Innova - with the first-gen Ertiga. And it turned out to be an instant success. So, what about the new one? Read it here.

Maruti Suzuki Ertiga [2018-2022] price starts at ₹ 812442. Check specifications, features, mileage, colours, variants, images, FAQs, news, reviews, and videos.

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Maruti Suzuki

Maruti Suzuki Ertiga [2018-2022]

Amazing vehicle

<p>I'm liking the new look very much. Stylish design is better than before. I want to book this MPV for family usage, as we all travel to our hometown every weekend. Wood finish on dashboard is looking like it belongs to a high-end class car. Pricing also is very competitive. Maruti Suzuki is best when it comes to customer service.</p>


Spacious car

<p>The new model is looking bigger and better than before. It's having great interior and quality for a Maruti is super. Really impressed with this vehicle.</p>


Just bought

<p>I have picked up a new Ertiga. It's having lots of features and fuel economy is good from diesel engine. I am driving it to work every day.</p>


RightHandDriving

1462 CC

1498 CC

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

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

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

    
  
    
  


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

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

    
  
    
  


<h2>So, what’s under the hood?</h2>

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


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

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

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

    
  


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

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




<p>[tabs]</p>

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

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

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

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

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

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

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

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

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

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

<p>[/tab]</p>

<p>[/tabs]</p>


Ferrari 12Cilindri Spider First Drive Review: Versatility in Verde

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

<p>&nbsp;</p>

<p>[tabs]</p>

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

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

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

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

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

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

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

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

			<p>•&nbsp; Smart Design</p>

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

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

<p>[/tab]</p>

<p>[/tabs]</p>


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

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