"
<div id='div-gpt-ad-1685987641176-0' style='min-width: 728px; min-height: 90px;'>
 <script>
 googletag.cmd.push(function() { googletag.display('div-gpt-ad-1685987641176-0'); });
 </script>
</div>"

"
<div id='div-gpt-ad-1685988845696-0' style='min-width: 300px; min-height: 50px;'>
 <script>
 googletag.cmd.push(function() { googletag.display('div-gpt-ad-1685988845696-0'); });
 </script>
</div>"

"
<div id='div-gpt-ad-1685987443833-0' style='min-width: 300px; min-height: 600px;'>
 <script>
 googletag.cmd.push(function() { googletag.display('div-gpt-ad-1685987443833-0'); });
 </script>
</div>"

"
<div id='div-gpt-ad-1685987471958-0' style='min-width: 728px; min-height: 90px;'>
 <script>
 googletag.cmd.push(function() { googletag.display('div-gpt-ad-1685987471958-0'); });
 </script>
</div>"

"
<div id='div-gpt-ad-1685988794939-0' style='min-width: 300px; min-height: 100px;'>
 <script>
 googletag.cmd.push(function() { googletag.display('div-gpt-ad-1685988794939-0'); });
 </script>
</div>"

"
<div id='div-gpt-ad-1685987668152-0' style='min-width: 300px; min-height: 250px;'>
 <script>
 googletag.cmd.push(function() { googletag.display('div-gpt-ad-1685987668152-0'); });
 </script>
</div>"

"
<div id='div-gpt-ad-1685988870867-0' style='min-width: 300px; min-height: 250px;'>
 <script>
 googletag.cmd.push(function() { googletag.display('div-gpt-ad-1685988870867-0'); });
 </script>
</div>"

"
<div id='div-gpt-ad-1685987583233-0' style='min-width: 300px; min-height: 250px;'>
 <script>
 googletag.cmd.push(function() { googletag.display('div-gpt-ad-1685987583233-0'); });
 </script>
</div>"

"
<div id='div-gpt-ad-1685988818626-0' style='min-width: 300px; min-height: 250px;'>
 <script>
 googletag.cmd.push(function() { googletag.display('div-gpt-ad-1685988818626-0'); });
 </script>
</div>"

"
<div id='div-gpt-ad-1685988724717-0' style='min-width: 300px; min-height: 250px;'>
 <script>
 googletag.cmd.push(function() { googletag.display('div-gpt-ad-1685988724717-0'); });
 </script>
</div>"

Founded in 1994, Mercedes-Benz India is a wholly-owned subsidiary of Daimler AG. Mercedes is also remembered by aficionados to be the first international car maker to introduce luxury cars in India. The brand is renowned for its reliability, heritage, robust build quality and its top-notch levels of luxury.

<hr />
The first-ever Mercedes-Benz car in India was the W124 Series E-Class launched in 1995. During this time, Mercedes-Benz was also in a joint venture with Tata Motors as the two brands had been mulling to manufacture commercial vehicles since 1954! However, in the year 2000, Tata Motors sold all of its stake in the venture to Mercedes-Benz India.

The Mercedes-Benz C-Class, GLC, GLE, GLS, CLA, E-Class, S-Class, CLS, C-Class Cabriolet, GLA, GLC, GLE, GLS, E-Class All-Terrain and V-Class form the brand’s product line-up in the country. The brand also has vehicles on offer from its performance arm – AMG. Mercedes produces cars at its Chakan plant in Maharashtra. All Mercedes cars’&nbsp;aforementioned models are brought in as CKD units and assembled at the plant.

As of May 2018, Mercedes-Benz India has more than 85 sales and service touchpoints across the country. While the company’s popularity and sales figures are steadily increasing over the years, future Mercedes-Benz car models are expected to bring with them higher levels of innovation, technology and driving a pleasure.

Mercedes-Benz car prices start from around 27.5 lakh rupees for the 2018&nbsp;A-Class. Mercedes-Benz car price listings can be found on the autoX website.

With more power and aggression, can the new C43 satisfy the AMG purist in me?

I’ve always believed that a Mercedes with an AMG badge should be capable of colossal speeds. It should turn into a corner while wagging its tail, terrify you with its potential and leave your passengers nauseated. But, recently, Mercedes decided to brand their twin-turbo V6 cars as ‘AMG-line’ models. This decision left me curious to see if these models are pretenders, or actually the real deal.

When they first introduced the <a href="https://www.autox.com/new-cars/mercedes-benz/amg-c-43/">C43 AMG</a>, it just felt like a normal C-Class with new upholstery, some bling, an AMG badge, a bit more power and, weirdly enough, all-wheel drive. However, I have to admit that driving it felt really good – the ride was far more comfortable than the full blooded C63, and it had plenty of power for the road. However, the performance was nowhere in the same league as what we’ve come to expect from Affalterbach, so I just couldn’t bring myself to call the C43 an AMG. It just didn’t feel as special to me – there was no terror, no drama and no anger management problems!

<img alt="2019 Mercedes-AMG C43 4MATIC" src="/uploads/2018/06/2019-Mercedes-AMG-C43-4MATIC-Cabin-Interior-Steering-wheel1.jpg" />

So, what’s changed?

Now, the mid-life-cycle update of the new <a href="https://www.autox.com/new-cars/mercedes-benz/c-class/">C-Class</a> presented a window of opportunity for Mercedes to include a part of the essence of the C63 range. The updates on the C43 makes the car look and feel far more aggressive than the previous model. The car now has a more aggressive aerodynamically styled front bumper, a rear diffuser with real quad exhausts and a front grille from the C63. But the party piece is the new of MULTIBEAM LED headlamps with 84 individually controlled active LEDs. In ULTRA BEAM mode, they’re capable of projecting up to an astounding distance of 640 metres.

The interior is also brand new, with lots of carbon-fibre, aggressive styling and new upholstery. The driver gets a brand new multifunction sports steering wheel wrapped in Alcantara. The buttons on the steering are now touch sensitive like on the new S-Class. These buttons can control the 10-inch COMMAND infotainment system and the new driver instrument panel, which is now a 12.3-inch completely digital screen with bespoke AMG graphics and display presets. Additionally, it features an all new electronic architecture, 80% of which is borrowed from the S-Class – something which has dramatically changed the characteristics of the car.

<img alt="Mercedes-AMG C43 4MATIC" src="/uploads/2018/06/2019-Mercedes-AMG-C43-4MATIC-Rear-Three-Quarter-Static1.jpg" />

More Power

Under the bonnet is the same 3.0-litre, twin-turbo V6 mated to a 9G-TRONIC automatic gearbox, which sends power to all four wheels. However, power output has been pushed to just north of 385bhp, while torque remains the same at 520Nm, which is available between 2,500 and 5,000rpm. Mercedes claims that the transmission has been tweaked to respond marginally quicker and that the all-new electronic architecture has altered the way the car drives. All this now allows the C43 to accelerate from 0 to 100km/h in 4.8 seconds – two tenths faster than before. The AWD system is now more rear-biased with power distribution of up to 31 to 69%.

Has it worked?

In the cockpit, it does make you feel a bit more special than a standard C-Class. The new materials and design have done wonders and provide a sense of occasion. But, in terms of the driving experience, the C43 is noticeably different from the older model. While the steering is identical, every other part of the car has been either been tweaked and reworked, or is completely brand new. The engine is more eager, and the acceleration is just effortless. You do feel the added power as it pushes you forward in any gear and in any driving mode. You can flick the car into a corner and apply the power as early as possible, and with as much ferocity as you desire, and you’ll still be in complete control – for the all-wheel-drive offers the grip that you need to always stay glued to the road. There isn’t any tail-happy drama of course, but neither is there any understeery hairiness that one expects from an all-wheel-drive.

<img alt="2019 Mercedes-AMG C43 4MATIC Digital Instrument Cluster" src="/uploads/2018/06/2019-Mercedes-AMG-C43-4MATIC-Digital-Instrument-cluster1.jpg" />

Overall, the car behaves its best in Sport+ mode – as any ‘AMG’ should. The suspension here is in its stiffest setting, but even then it’s exceptionally comfortable and balanced – and it only gets better as you drop down to Sport or Comfort mode. The only gripe I have is that, even in Comfort mode, the car always sets off with a jerk before settling down. It always seems eager to pounce, and while it may give the car an aggressive character, it can potentially become tiresome to live with.

The car has a lot of great features that are exciting and fun, but none of them are even remotely close to being as entertaining as the pops and crackles from the exhaust on the overrun – which always manage to make the hair on the back of your neck stand with excitement.

<img alt="2019 Mercedes-AMG C43 4MATIC Front Motion" src="/uploads/2018/06/2019-Mercedes-AMG-C43-4MATIC-Front-Motion-23.jpg" />

A Satisfied Purist?

With nothing really to fault, I must say that my initial anxiety was misplaced. Even though the C43 may not offer you the full AMG experience, it comes pretty close. The C63 may be an altogether different beast, but that doesn’t mean that this machine is any less worthy of its AMG badge.

Mercedes-Benz India might even attempt something brave when the new C43 finally arrives in India later this year. While we expect the sedan to make it to Indian shores, the coupe and/or the convertible might also be offered in our market. If that happens, I would pick the convertible any day of the week – just to be able to hear that exhaust scream even louder.

[tabs]

[tab title="2019 Mercedes-AMG C43"]

Engine: 2,996cc / V6 / Twin turbocharged / 24 valves

Fuel: Petrol

Transmission: 9-Speed Automatic / All-Wheel Drive

Power: 385bhp @ 6,100rpm

Torque: 520Nm @ 2,500-5,000rpm

Expected Price: ₹75 Lakhs (ex-showroom)

X-factor:&nbsp;An AMG that you can live with every day.

<table cellpadding="1" cellspacing="1" style="width: 100%; font-size:14px;">
	<tbody>
		<tr>
			<td style="font-size:14px;">Pros &nbsp;&nbsp; &nbsp;&nbsp;&nbsp; &nbsp;&nbsp;&nbsp; 
			• More Power 
			• Perfectly balanced ride 
			• looks more AMG like</td>
			<td style="font-size:14px;">Cons 
			• High price tag in India</td>
		</tr>
	</tbody>
</table>

[/tab]

[/tabs]

Mercedes-AMG C43 4MATIC Review, First Drive

With a 3.0-litre twin-turbo V6, dollops of luxury and an AMG moniker, the German automaker has introduced the Mercedes-AMG C43 4MATIC with added power and aggression. We get behind the wheel to find out if it's worth the AMG badge it proudly flaunts.

The upgraded C-Class looks quite similar to the car it replaces, but it’s new and improved in some very important ways. It packs an all-new mild hybrid power unit too. 

Over 4,15,000 units of the C-Class were sold globally in 20017 alone, making it the most popular product to come from the house of Mercedes-Benz. The fact that the current generation of the C-Class – now in its fifth year of production – still manages to bring in such numbers is simply astounding. But with the next generation of the C-Class still a few years away, so Mercedes has decided to give this model a much-needed update. 

While Mercedes likes to claim that the car is all-new, the fact is that most changes are too subtle to be noticed, unless you’re a ‘Where’s Wally’ world champion. According to Mercedes, a total of 6,500 components on the updated C-Class are brand new, including a new set of engines – leading to a list of features and upgrades that are meant to make it feel and drive better. 

<img alt="2018 Mercedes-Benz C 200 Interior Cabin Dashboard" src="/uploads/2018/06/2019-Mercedes-Benz-C-Class-C-200-Petrol-Review-Interior-Cabin-Dashboard.jpg" />

What’s different?

First things first, the C-Class has been visually tweaked quite a bit, with newly crafted bumpers and a brand-new set of ‘Performance LED headlamps,’ which endows the car with an air of beauty and elegance – especially in its ‘Exclusive’ trim package. Though the Multibeam LED headlamps are offered as an option and are more functional, I couldn’t help but feel that the Performance LED setup looks more tasteful. The rear, meanwhile, has undergone only minor changes, including a new bumper and newly designed tail lamps.

Inside, the design looks quite similar to the older model, but a closer look will reveal various subtle updates. The cockpit, however, is brand new with a new steering wheel design and touch-sensitive buttons borrowed from the latest S-Class. The driver also gets a 12.3-inch TFT screen, which acts as a fully digital and customisable instrument cluster. But, unlike the new A-Class, Mercedes has decided against the new MBUX system for the C-Class, so it’ll only come with the latest version of the COMMAND infotainment system. The C-Class, however, does get a 10-inch display. Additionally, Mercedes has replaced the piano black trim on the dash with ash or oak wood finish. 

<img alt="Mercedes-Benz C 200" src="/uploads/2018/06/2019-Mercedes-Benz-C200-C220d-Review-Driving-Dynamic-Interior-Cabin.jpg" />

From the driver’s seat

From behind the wheel, it’s quite evident that the idea of the new cockpit is to make it comfortable and not necessarily sporty. The engines are tuned to be calm, and the new quilted leather seats are sumptuous. Together, they make driving the C-Class around the city a very relaxing experience. 

Our test car was the brand new C 200, which comes with an all-new 1.5-litre, turbocharged petrol engine with a 48-volt mild hybrid system – it’s being branded by Mercedes as EQ Boost. While the small 1,497cc motor itself can generate 181bhp, the EQ Boost adds an additional 13bhp. But you hardly notice anything at all, for it drives like any other motor with a similar power output. Eco mode activates the EQ Boost, which aids initial acceleration. Meanwhile, in Comfort mode, the car responds to throttle, brake and steering inputs in an exceedingly smooth manner. But, when pushed hard, you do feel the intense effort that this downsized engine has to make to deliver the necessary performance. In Sport and Sport+ modes, the EQ Boost fills in the gaps between gear changes and minimises turbo lag. But, as you climb up the revs, the lack of grunt is noticeable despite the electrical boost. Due to this relative lack of grunt, the 9-speed torque converter ‘box is forced to hold gears longer, and you get somewhat of a rubber band effect that you would ordinarily get from a CVT. You can, of course, take control of the gearbox by changing gears manually. 

<img alt="New Mercedes-Benz C 200" src="/uploads/2018/06/2019-Mercedes-Benz-C-Class-C-200-Petrol-Review-Rear-Dynamic-Motion.jpg" />

While the gearbox has been tweaked a little, it still remains just as smooth. The steering also is quite light and effortless. But, at higher speeds, it weighs up quite well. The all-new electronic architecture has altered the suspension, which has had a magnificent effect on the ride. For the first time, Mercedes is to offer the C-Class with an optional air suspension, but we’ll reserve judgment on this aspect of the updated C until we drive the cars on our roads. 

Still the obvious choice? 
The new C-Class is expected to arrive in India around October this year, and the C 200 has already been confirmed. However, what remains to be seen is if Mercedes will introduce the 1.5-litre EQ Boost version or a different 2.0-litre petrol engine without the hybrid system. Additionally, as diesel options, the C 220d will be launched and the C 250d will be replaced with a more powerful C 300d. 

The upgrades on the C-Class may not seem obvious at first glance, but the changes, however subtle, have made a significant difference and give the C-Class a new lease of life. The updates to the car indeed give it premium appearance and make it look like an S-Class for the masses. So, if you’re looking for something sporty, you need to look elsewhere, but if comfort and style is what you’re after, the C-Class is the car for you. 

<img alt="2018 Mercedes-Benz C 200" src="/uploads/2018/06/2019-Mercedes-Benz-C-Class-C-200-Petrol-Review-Badge.jpg" />

[tabs]

[tab title="Mercedes-Benz C200 EQ Boost"]

Engine: 1.497cc / 4-Cylinder / Turbocharged / 48-volt Mild Hybrid

Fuel: Petrol

Transmission: 9-Speed Automatic / Rear-Wheel Drive

ICE Power: 181bhp @ 5,800 - 6,100rpm

Mild Hybrid Power: 13bhp @ 0 - 3,500rpm

Torque: 280Nm @3,000-4,000rpm

X-factor:&nbsp;The upgraded C has a clear and quite evident lineage that links it to Mercs’ flagship, the S-Class. 

<table cellpadding="1" cellspacing="1" style="width: 100%; font-size:14px;">
	<tbody>
		<tr>
			<td style="font-size:14px;">Pros &nbsp;&nbsp; &nbsp;&nbsp;&nbsp; &nbsp;&nbsp;&nbsp; 
			• Upgraded cabin 
			• Looks &amp; feels premium</td>
			<td>
			<table cellpadding="1" cellspacing="1" style="width: 100%; font-size:14px;">
				<tbody>
					<tr>
						<td style="font-size:14px;">Cons&nbsp;&nbsp;&nbsp; &nbsp;&nbsp;&nbsp; &nbsp;&nbsp;&nbsp; 
						• Lacks top end grunt 
						• No touchscreen system</td>
					</tr>
				</tbody>
			</table>
			</td>
		</tr>
	</tbody>
</table>

[/tab]

[/tabs]

Mercedes-Benz C 200 Review, First Drive

Over the years, Mercedes-Benz has proven that a luxury brand can withstand successfully in our exorbitant market. The C 200 is the  German automaker's upcoming entrant for the Indian market. Read on.

The C drops its top and, as you’d expect, turns many heads.

We’ve never really been a huge fan of convertibles. They’re heavier than their tin-top counterparts and less practical – not to mention more expensive. And, of course, there are various reasons why you’ll mostly drive it with the top up – the fact that most of our cities are heavily polluted isn’t conducive to that wind-in-the-hair experience. So why, then, would you buy a Mercedes-Benz C-Class Cabriolet? Well, as it turns out there are plenty of reasons.

<img alt="Mercedes-Benz C300 Cabriolet Rear Three Quarter" class="alignnone size-full wp-image-84750" src="/uploads/2016/12/Mercedes-Benz-C300-Convertible-rear-three-quarter-m.jpg" style="width: 642px; height: 336px;" />

The most important reason to consider the C300 over the tin-top version is the sheer joy of being behind the wheel with the top down. That wind-in-the-hair feeling is worth cherishing after all! And when you hit traffic, raising the roof is as easy as pressing a button. The C300’s canvas roof is extremely well insulation – so with the top up there’s hardly any noise at all that enters the cabin. And when you’re driving in the countryside with the roof down, the C-Class Convertible is sure to plaster a wide grin across your face. With the help of a spoiler at the top of the windscreen and a screen behind the rear seat, Mercedes has managed to keep wind buffeting to a minimum as well. So this is a convertible that remains virtually as refined as its tin-top sister.

<img alt="2016 Mercedes-Benz C-Class Convertible Front Three" class="alignnone size-full wp-image-84746" src="/uploads/2016/12/Mercedes-Benz-C300-Convertible-front-three-quarter-m1.jpg" style="width: 642px; height: 336px;" />

In terms of design too, this convertible looks absolutely fab. Borrowing its design cues from the C-Class Coupe, the front end looks sharp with a large three-pointed star – while the rear end is smooth, with neatly integrated exhaust tips and horizontally stacked tail lamps. The interiorof the C Cabriolet, meanwhile, is identical to the standard car. The dashboard is washed in black with matte wood trim on the centre console. The front seats are wide, electrically adjustable and comfortable. The rear seat, however, isn’t quite as comfortable owing to a rather upright seat back. Space at the back is just about sufficient for short commutes. Equipment levels are identical too, except for the electrically adjustable steering wheel and dual stage airbags.

There’s more to the C300 than just being a convertible though. While the standard C-Class petrol makes do with 184bhp and 300Nm, the C300 Convertible produces 241bhp and 370Nm from the same 1,991cc inline four-cylinder unit. These figures result in a power-to-weight ratio of 138.5bhp/ton for the C-Class Convertible as compared with 119bhp/ton for its tin-top sibling. In fact, although the convertible weighs 195kgs more than the standard model, the additional power more than makes it up for the increased weight. As far as the numbers go, the C-Class convertible does the 0-100km/h sprint in 6.4 seconds and accelerates all the way up to 250km/h.

<img alt="New Mercedes-Benz C-Class Convertible Speedometer" class="alignnone size-full wp-image-84753" src="/uploads/2016/12/Mercedes-Benz-C300-Convertible-speedometer-m.jpg" style="width: 642px; height: 336px;" />

The C-Class convertible packs plenty of punch low down in the rev range and becomes more spirited as you climb closer to its red line. The engine produces a sweet melody while in its mid-range, but as the tacho needle scrambles further north it lets out a strained grunt. It’s clear that if it’s hard-core performance that you seek, you’ll have to look elsewhere – maybe the SLC 43? But the beauty of this powerplant is in the way its peak torque comes in as low as 1,300rpm – making it exceedingly easy to drive around town or on the highway. To make it more versatile, the C-Class convertible comes with five driving modes – Eco, Comfort, Sport, Sport+ and Individual. These modes alter the characteristics of the car by adjusting the way the engine, gearbox and the steering behaves. Eco and Comfort, as the names rightly suggest, give the C300 a relaxed disposition. Shifting to Sport or Sport+ mode doesn’t make the C-Class convertible an athlete, but it feels more sprightly none the less.

Another plus for the C cabrio is its 9G-Tronic gearbox in place of the 7-speed unit on the sedan. The extra gears ensure that the engine speed is reduced, thereby ensuring better efficiency and reducing stress. The shifts are smooth and precise, even when you decide to take control by using the paddles.

The drop-top Merc loses some ground as far as handling is concerned, but in all fairness it isn’t crafted to attack corners. The steering is precise, but it could have been more direct – and the body roll doesn’t go unnoticed either. What the C300 loses out in terms of handling, it more than makes up for in ride quality. Sadly, unlike the global spec model, the C300 in India doesn’t come with air suspension. Despite that, however, it does manage to confront rough surfaces with a fair bit of poise.

<img alt="Mercedes-Benz C-Class Convertible Rear Three Quarter Action" class="alignnone size-full wp-image-84749" src="/uploads/2016/12/Mercedes-Benz-C300-Convertible-rear-three-quarter-action-m.jpg" style="width: 642px; height: 336px;" />

Overall, the C300 has its downsides, just like any other convertible – the boot is extremely small and the rear seat isn’t the most comfortable. But that’s a small price to pay for the joy of open top motoring. Priced at Rs 60 lakhs (Ex-showroom, Delhi) it might sound like an expensive proposition but for the extra moolah you even get a punchier engine and a better gearbox – and, of course, the wind in your hair.

So the C-Class convertible, then, is a machine that you buy with your heart. It’s the kind of car that makes you believe that money can in fact buy ‘happiness.’

[tabs] 
[tab title="Mercedes-Benz C-Class Convertible"]

Engine: 1,991cc / turbocharged / in-line four-cylinder

Fuel: Petrol

Transmission: 9-speed AT / Rear-Wheel Drive

Power: 241bhp @5,500rpm

Torque: 370Nm @1,300rpm

Price: Rs 60 lakhs (Ex-showroom, Delhi)

X-Factor: The C300 has enough swag to not have to bother about practicality.

[/tab] 
[/tabs]

&nbsp;

Mercedes-Benz C-Class Convertible Review: First Drive

What if Mercedes managed to mimick the sharp character of the C-Coupe in a practical convertible? Say hello to the Mercedes-Benz C-Class Convertible. Read our extensive review here.

Mercedes-Benz C-Class [2018-2022] price starts at ₹ 5001000. Check specifications, features, mileage, colours, variants, images, FAQs, news, reviews, and videos.

Mercedes-Benz begins production of new C-Class sedan ahead of May 10 launch

NULL

<div id='div-gpt-ad-1685987668152-0' style='min-width: 300px; min-height: 250px;'>
 <script>
 googletag.cmd.push(function() { googletag.display('div-gpt-ad-1685987668152-0'); });
 </script>
</div>

<div class="newsletter-bg">
		<div class="newsletter">
			<label> Subscribe to autoX Weekly Newsletter</label>		
		</div>
		<div class="main">
			<form id="frmWidgetNewsLetter" class="daily-newsletter-form">
				<input name="email" placeholder="your email address here" id="txtEmail" required="" type="email" autocomplete="off" >			
				<input name="submit" class="newsletterimg subscription-button" value="" type="submit">
				
				<div class="subscriptions-response" ></div>
			</form>
		</div>		
	 </div>

<div id='div-gpt-ad-1685987583233-0' style='min-width: 300px; min-height: 250px;'>
 <script>
 googletag.cmd.push(function() { googletag.display('div-gpt-ad-1685987583233-0'); });
 </script>
</div>

Mercedes-Benz

Mercedes-Benz C-Class [2018-2022]

Very happy customer

I have bought this car one year ago. Extremely happy with it to say the least. Mercedes really takes care of its customers. I think that&#39;s the reason they are the leading luxury car maker in India. My C-Class diesel is a great car for the highways, and my wife drives it to her boutique occasionally as well.

Most trusted

Ask anyone, and they will say Mercedes is the most trusted luxury car brand in India. They are undoubtedly making superior vehicles. Even AMG Mercs are amazing.

Premium brand

Mercedes Benz is a very well established brand in India. Also they are more successful than BMW and Audi. I like their cars they are selling in India.

RightHandDriving

1950 CC

3982 CC

The new C-Class will be offered with a mild-hybrid setup with all its powertrains.

<a href="https://www.autox.com/new-cars/mercedes-benz/">Mercedes-Benz</a> India has revealed that the production of its upcoming sedan, the new fifth-gen C-Class, has already started at its plant in Chakan, Pune.&nbsp;

Mercedes-Benz will offer the new C-Class in three variants – the C200, C200d, and C300d. The C200 will be the petrol offering, whereas both the C200d and C300d will be powered by diesel. It is expected that all variants will be powered by a bunch of 2.0-litre engines, and a 9-speed torque converter is expected to be standard across the line-up. It is also expected that all engines will come with a 48V mild-hybrid setup, which will boost both performance and efficiency.

As far as design is concerned, the new car looks a lot like other cars in the Mercedes family. In fact, Mercedes-Benz is calling the C-Class the ‘Baby S’ – a reference to how similar it looks to Merc’s halo sedan. The new sedan is also larger than the outgoing car in every aspect, with the most crucial area being the wheelbase. More space between the wheels is expected to translate into more space inside the cabin, which will add to the experience of being chauffeur-driven.

In terms of competition, the new C-Class will lock horns with the BMW <a href="https://www.autox.com/new-cars/bmw/3-series/">3 Series</a>, Audi <a href="https://www.autox.com/new-cars/audi/a4/">A4</a>, Volvo <a href="https://www.autox.com/new-cars/volvo/s60/">S60</a>, and Jaguar <a href="https://www.autox.com/new-cars/jaguar/xe/">XE</a>.

Mercedes-Benz will soon be launching an all-new generation model of the C-Class. For that, it has already begun production of the sedan at its plant in Chakan, Pune. The new C-Class will be available in three variants.

Kia Carens Clavis HTE, HTK, HTX and More Variants Explained: What's Different?

MG Windsor EV Pro Introductory Prices End, Here's What You’ll Pay Now

Kia Carens Clavis vs Standard Model: Key Differences Explained

Volvo Recalls Over 4 Lakh Cars in US Over Potential Rearview Camera Defect

Uno Minda to Open New Two-Wheeler Alloy Wheel Manufacturing Facility in Haryana

Dakar 2026: Land Rover Tests D7X-R Prototype, Signs Rally Legend Peterhansel

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

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

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

 
 
 
 


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

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

 
 
 
 


<h2>So, what’s under the hood?</h2>

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


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

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

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

 
 


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

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




[tabs]

[tab title="Ferrari 12Cilindri Spider"]

Engine: 6,496cc V12 (Dry Sump) 

Transmission: 8-speed DCT

Power: 819bhp 

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

Fuel: Petrol 

Price:&nbsp;Rs 9.15 Crore Ex-showroom

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

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

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

[/tab]

[/tabs]

Ferrari 12Cilindri Spider First Drive Review: Versatility in Verde

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

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

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.

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?

<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>

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

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

Also Read:&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>

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

&nbsp;

[tabs]

[tab title="2025 Ather 450X"]

Motor: Permanent Magnet AC

Battery: 3.7kWh

Power: 8.4BHP

Torque: 26NM

Price: ₹1.87 Lakh (Ex-showroom Bengaluru)

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

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

			•&nbsp; Smart Design

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

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

[/tab]

[/tabs]

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.

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.

<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/5R_56OP1n5c?si=YZft7Jkd5WfBpTyH" title="YouTube video player" width="560"></iframe>

Also Read:&nbsp;<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>

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

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;

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

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.

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

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.

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

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.

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

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.

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

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.

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

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.

<h2>Drives Differently?</h2>

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.

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

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.

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

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.

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

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.

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

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.

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.

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

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.

Also Read:&nbsp;<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>

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.

[tabs]

[tab title="Honda Amaze"]

Engine: 1,199cc / 4-Cylinder / Naturally-Aspirated

Fuel: Petrol

Transmission: CVT / Front-Wheel Drive

Power: 89bhp @ 6,000rpm

Torque: 110Nm @ 4,8000rpm

Price: ₹8.00 – 10.90 Lakh (Ex-Showroom)

X-Factor: It offers everything you need in your&nbsp;daily&nbsp;ride.

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

[/tab]

[/tabs]

New Honda Amaze First Drive Review: Next-Gen or Facelift?

The new Honda Amaze is now the most affordable car in India to feature Level-2 ADAS. However, is it actually an improvement compared to its predecessor?

Mercedes-Benz C-Class [2018-2022]

Mercedes-Benz C-Class [2018-2022] Colour Options

Find the Cars of your Choice

Videos