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MINI is a reputed British carmaker known for its iconic model, the&nbsp;Mini Cooper. The origins of the Mini Cooper can be traced to the development of the original Mini by the British Motor Corporation (BMC) and designer Sir Alexander Issigonis in the 1950s. Responding to a fuel shortage, and the need for more efficient city cars, the Mini was developed as a two-door, 4-cylinder engine car by BMC, and featured a monocoque shell.

<hr />
The first Mini, or Mark I, was at some point in time sold under BMC’s other brand names, which included the Morris Minor and Austin, and was launched in 1959. During the 1960s, the popularity of the compact Mini led to it taking on its own distinctive identity.

The Mini Cooper’s future was somewhat uncertain through the 1970s and the 1980s as the license for the brand was sold to Spanish and Italian companies. While new Mini models were designed and released, most of them were based on the original Cooper and Cooper S designs, becoming more of a novelty than a progression. By the 1990s, the Rover Group, who owned the rights to the Mini, was bought by the German manufacturer BMW. Although selling off Rover at the end of the decade, BMW retained the Mini marque, and since 2000 have relaunched the brand.

While car enthusiasts in India were more than aware of the classic Mini Cooper, thanks to the television coverage given to the Mini Cooper by world-renowned shows and movies like Mr Bean and The Italian Job, MINI officially arrived in the Indian market only in 2012.

The first ever MINI cars offered in India were the Cooper, Cooper S,&nbsp;Cooper Convertible&nbsp;and Cooper S Countryman as Completely Built Units (CBUs). The MINI range was initially sold through three exclusive BMW dealerships – Deutsche Motoren and Bird Automotive in New Delhi and Infinity Cars in Mumbai.&nbsp;

The range of MINI cars in India consists of the Cooper, Cooper Convertible, Clubman and Countryman. In a bid to cater to the increasing demand and reduce their car prices, MINI commenced the local assembly for its largest model, the Countryman, at the BMW Group plant in Chennai in May 2018. Interestingly, all MINI car models in India come mated to a 6-speed automatic transmission.

All MINI car models in India come mated to a 6-speed automatic transmission. MINI car prices start from around 29 lakh rupees for the 2018 Cooper (3-Door Diesel). All MINI car price listings can be found on the website of&nbsp;<a href="https://www.autox.com/" title="autoX">autoX</a>.

Small car, powerful engine, razor-sharp handling and a technically demanding race track – the perfect recipe for a day of enthusiastic driving! We take the Mini Cooper S John Cooper Works edition to the Chennai racetrack to see if it really does handle like a go-kart.

It’s a fact that we don’t have enough race tracks in our country, but the few – three, that is – that we do have are all very different from each other. The shortest, and perhaps the most technical of them all – Kari Speedway at Coimbatore – is a delight for go-karts and small cars with its highly technical layout.&nbsp;

The Buddh International Circuit in Greater Noida is a beast of a totally different dimension, with its Formula 1 approved layout, wide runoff areas and massive straights. In fact, when I discussed the BIC with Mini’s driving instructors, the consensus was clear – the BIC is no fun for anything south of 500bhp. It’s simply too big a track for cars with less power than half a tonne.&nbsp;

Now, I think it would be fair to say that the MMRT, outside Chennai, offers perhaps the best of both worlds. At 3.7 kilometres, it’s not massive, but it’s not small either. And with its fantastically technical layout – designed by the legendary Jackie Stewart – the MMRT is an absolutely thrilling track for just about anything.&nbsp;

<img alt="Mini Cooper S JCW Wheel Design" src="/uploads/2019/06/Mini-John-Cooper-Works-Wheel-Design.jpg" style="width: 642px; height: 336px;" />

Fittingly, then, <a href="https://www.autox.com/new-cars/mini/">Mini India</a> chose to launch the new top dog of the Cooper S range – the John Cooper Works edition (JCW for short) – at the MMRT track. Now, having driven the previous Cooper S at BIC (which I thought could do with some more power), naturally I was brimming with anticipation at trying the JCW at the Chennai track.&nbsp;

Turn up the power 
Positioned at the top of the Mini range, the JCW boasts many unique features, the first of which is a more powerful engine. Producing 228bhp and 320Nm of torque from its turbocharged 2.0-litre unit, the JCW is no slouch – it’s capable of a 0 to 100km/h run in just 6.1 seconds. The engine is paired with an 8-speed automatic transmission that works rather well and also offers manual shifts via the steering-mounted paddle shifters.&nbsp;

Now, while the JCW version doesn’t differ drastically from the Cooper S in terms of design, it does have millions of personalisation options, like any other Mini that is – which means that you can virtually craft the car to make your own personal style statement.&nbsp;

Our test car featured British Racing Green paint, embellished by red highlights on the roof, rear spoiler and wing mirrors. Of course, Mini would like you to boast that you’ve bought the top dog of its range, so the JCW also offers a bunch of customised John Cooper Works badges plastered on the various parts of the car – front grille, front fender, tailgate and even the steering.&nbsp;

Hitting the tarmac 
Out on a track though, especially at the MMRT race track, the Mini in JCW trim is an absolute hoot. The first lap was a lead-and-follow format, wherein we followed the instructors. I took the opportunity to familiarise myself with the track layout.&nbsp;

When it was time to go out on my own, the JCW on the track was a completely different animal. On the new exemplary track surface of the MMRT race track, the JCW was just fantastic to drive for multiple reasons. First, despite the turbocharging, the phrase turbo lag doesn’t exist in the Mini lexicon. The engine responds perfectly to throttle inputs, and the gearshifts are fantastically fast. The 228bhp, of course, makes the car as quick as a scampering rabbit. The front wheels offer excellent traction, allowing you to enter a corner fast and exit even faster.&nbsp;

<img alt="2019 Mini Cooper S JCW Interior Switches" src="/uploads/2019/06/Mini-John-Cooper-Works-Interior-Switches.jpg" style="width: 642px; height: 336px;" />

Second, the chassis of the Mini really shines at a track such as the MMRT. With its playful nature, the Mini gathers speed quickly, and, with its large brakes, loses it even quicker. In fact, in some of the not-so-tight corners, you don’t even need to use the brakes. Why? Well, easing off the throttle makes the rear end of the car come around a little, and the fast front end allows you to just point the car into a corner and power out thanks to the immense traction provided by the front wheels.&nbsp;

Such is the quality of the car, and the MMRT track, that despite driving the JCW around for hours, not even one of the cars in our test fleet had overheating issues – despite the Chennai heat.&nbsp;

The downside&nbsp; 
The JCW is simply a brilliant drive on a track like the MMRT. It’s fast, agile, a delight to throw around and plasters a big smile on your face. And the quality of the interior… well, you simply love to spend time inside this car – the unique layout and design, and the fantastic sports seats truly make the car feel like a luxury product.&nbsp;

The JCW, however, does have its faults, and there are three of them that make it a difficult choice for most customers.&nbsp;

First, the ride quality of the JCW on our broken roads can really be torturous. You could, of course, always upgrade your JCW with adaptive suspension, but that’s an optional extra – something I’ll come to in a bit. Second, the pricing of the Mini is rather steep. At an ex-showroom price of `45.3 lakh, the JCW is eye-wateringly expensive. The fact that, irrespective of where you register it in India, it’ll end up costing you over `50 Lakh on-road doesn’t help its case either. And, finally, despite the steep price, the Mini offers basic features like Apple CarPlay as an optional extra, which I think is unacceptable in today’s world.&nbsp;

<img alt="2019 Mini Cooper S JCW Interior" src="/uploads/2019/06/Mini-John-Cooper-Works-Interior-12.jpg" style="width: 642px; height: 336px;" />

Pricing and equipment concern aside, the Mini, especially in JCW form, remains a phenomenally fun car to drive and exploit, both on track and on the road. In fact, given how the car behaved at the MMRT, despite journalists throwing them around for hours, this is, without a doubt, a track tool that you can drive to the track and then back home without any worry.&nbsp;

But the fact remains that, with its pricing, relative lack of standard equipment and frim ride, the JCW remains a tool suitable only for serious enthusiasts. But I have no issues with that, because, if I had the money, I would buy one in a heartbeat – and, of course, I would drive it at the MMRT every once in a while to satiate my need for speed. &nbsp;

[tabs]

[tab title="MINI Cooper S JCW"]

Engine:&nbsp;1,998cc / 4-Cylinders / Turbocharged

Fuel:&nbsp;Petrol

Transmission:&nbsp;8-Speed Automatic / Front-Wheel Drive

Power:&nbsp;228bhp

Torque:&nbsp;320Nm

Price: ₹ 43.5&nbsp;Lakh (Ex-showroom)

X-Factor:&nbsp;If you’re looking for a seriously fast and characterful small hatch, nothing comes even close to the Mini Cooper S JCW. It won’t be easy on the spine or the wallet though.

<table cellpadding="1" cellspacing="1">
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			Pros &nbsp;&nbsp; &nbsp;&nbsp;&nbsp; &nbsp;&nbsp;&nbsp; 
			• Fantastic engine (&amp; power) 
			•&nbsp;Amazing handling
			</td>
			<td valign="top">
			Cons 
			• Firm ride 
			• Price
			</td>
			<td>&nbsp;</td>
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[/tab]

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https://www.youtube.com/watch?v=UQrOYp46HBk

Read more:

<a href="https://www.autox.com/news/car-news/mini-urban-drive-experience-reaches-delhi-ncr-104826/">Mini Urban Drive experience reaches Delhi NCR</a>

Mini Cooper S JCW Review: First Drive

The first thing that pops in the head when you talk about Minis - well, the sublime drivetrains, perfect driving ergonomics and, a car that almost feels like a go-kart. Having driven the previous Cooper S in the past, this time we're in Chennai to push the Mini Cooper S JCW to its limits. Read on.

Mini keeps both power and comfort in mind, as the Mini Cooper S gets a new 187bhp, 2-litre powerplant, and a more spacious cabin. This petrol-powered rocket is guaranteed to thrill Mini Cooper fans with its speed, muscle and legendary handling.

Ever since the launch of the new Mini Cooper diesel last year, many loyalists and enthusiasts have been waiting impatiently for the iconic car manufacturer to launch their more powerful hatch, the Mini Cooper S. And, finally, the covers came off and this ‘hotter’ Mini – which was launched with a price tag of just under 35 lakhs. The price was hardly surprising, and for potential owners it’s not even important. The Mini Cooper S is bought for two reasons – pride and performance! As for everything else, your other cars should be able to take care of those requirements.

There was some concern over the new Ukl platform – also used by BMW for the 1-Series – about whether it would be able to replicate the Mini’s legendary go-kart handling capabilities. Well, let’s just say that they needn’t have been worried. Mini decided to showcase this mighty hatchback’s driving capabilities on the winding roads of the Aamby Valley, and on its picturesque airstrip. 
<img alt="2015 Mini Cooper S Speedometers" class="alignleft size-full wp-image-46222" src="/uploads/2015/04/driven-mini-apr-2015-pic3.jpg" style="width: 642px; height: 336px;" /> 
The new Mini Cooper S has grown bigger, but to call it more mature would be to take some of the sheen off this car. It’s furiously aggressive, as Mini has replaced the cute horizontal silver blades on the grille of the regular Mini with a more aggressive honeycomb grid along with huge air intakes on the lower lip. The nose actually resembles the John Cooper Works edition, so one can’t really complain there. And just in case people still can’t distinguish this fire-breather, there’s the signature red S-logo on the honeycomb grille.

The round baby-eyed headlamps now get an upside down smiley LED incorporated in the lamps. In profile, not much has changed because Mini didn’t want to tamper too much with the classic design. The S gets chrome vents on the side, and the wheel arches look a lot more muscular in order to complement the 16-inch alloy wheels – which are available in both silver and black. In our opinion, the latter makes the 10-spoke rims stand out more and give the Mini Cooper S a more purposeful stance. The rear continues to show off the sporty twin-exhaust positioned in the centre.

Now, in the words of the King, Elvis Presley, it’s time for “A little less conversation, and a little more action,” or maybe even, “A little more bite, and a little less bark.” This is what the Mini Cooper S is all about, so I stepped into the cabin and fired up the 1,998cc motor. Mini has replaced the 1.6-litre powerplant with a 2-litre one, which incidentally is lighter. Now, according to Mini, the S does 0-100km/h in 6.7 seconds – but till you don’t step on the gas and feel the power gushing out of the four-cylinder turbocharged engine the numbers are just academic. 
<img alt="Mini Cooper S Dashboard" class="alignleft size-full wp-image-46223" src="/uploads/2015/04/driven-mini-apr-2015-pic2.jpg" style="width: 642px; height: 336px;" /> 
I couldn’t resist putting the pedal to the floor – after all, the S encourages you to do just that. The 187bhp kicks in from the word go, and if you go for the optional sport gearbox, there’s absolutely no lag at all as the 6-speed gearbox reads your mind and selects the appropriate ratios. In addition to Sport, there are other two driving modes as well – Green and Mid! We won’t really get into these modes too much, as they’re essentially there to put a child lock on the 2-litre engine. And we don’t want that! Perhaps these could come in handy if you’re hemmed in by traffic though.

The suspension is softer than before, but still quite stiff when you encounter dips and bumps. Fortunately, though, the S hasn’t lost an ounce of its charismatic handling DNA. Let’s just say that the slalom course that had been set up at Aamby Valley posed no challenge whatsoever for this incredible chassis. The tyres provide unbelievable grip, as the Mini keeps encouraging the driver to push his or her boundaries rather than the car’s limits. The steering is precise, and the feedback is impressive. It forms an instant connection with the road, and ensures that car does exactly what you want it to do. 
<img alt="2015 Mini Cooper S Side Profile Three Quarter" class="alignleft size-full wp-image-46219" src="/uploads/2015/04/driven-mini-apr-2015-pic6.jpg" style="width: 642px; height: 336px;" /> 
The Mini Cooper S now comes with a lot of goodies too, which add a bit of a premium touch to it. The 6.5-inch infotainment system hogs all the attention in the cabin, and it has a touch controller neatly tucked away between the seats. The instrument cluster is now pushed back to its traditional position behind the steering wheel. The Harman Kardon music system provides excellent sound, but I preferred to keep it off as I wanted to hear the true music played by the exhaust of the Mini Cooper S. As the cabin shuts out any outside noise, I had to roll down the window to hear the throaty Jailhouse Rock beat.

As the Mini Cooper S is now a bigger hatch, and not as mini as it used to be, there is a lot more space in the rear. Imagine, a television camera person, with a tripod was neatly tucked into the rear seat. Sure, it was a struggle to get in and out of the car, but that’s a different matter – one that could be solved if Mini brings in the 5-door version of this car. In the front, the seats are very comfortable – even when you’re pushing it in the corners.

The Mini Cooper S is a charming handler and its spunky nature is intact, as it’s always ready to do the tango in corners. The 2-litre petrol heart will never cease to amaze you, as it loves to rev and go for a quick dash. It’ll fill your heart with a lot of pride, and will always bring a smile to your face. Yes, it is expensive – but you get what you pay for! 
<img alt="2015 Mini Cooper S Rear Dynamic" class="alignleft size-full wp-image-46220" src="/uploads/2015/04/driven-mini-apr-2015-pic5.jpg" style="width: 642px; height: 336px;" /> 
[tabs]

[tab title="Mini Cooper S"]

Engine: 1,998cc / 4 Cylinder in-line / Turbocharged

Fuel: Petrol

Transmission: 6-speed Automatic / Front-Wheel Drive

Power: 187bhp @ 6,000rpm

Torque: 280Nm @ 1,250rpm

Acceleration: 0-100km/h – 6.7 seconds

Price: Rs.34.65 lakhs (Ex-showroom, Delhi)

[/tab] 
[/tabs]

Mini Cooper S Review, First Drive

It's fast, lithe and it totally handles like a go-kart machine, the Mini Cooper S is now powered with a gasoline engine, and it's certainly as enthusiastic as ever. Read the full review here.

Off late, we’ve seen Mini hatches, coupes, convertibles, roadsters, crossovers, even a crossover-coupe! But now we’ve finally got something a little sensible – a Mini 5-door version. So, how much sense does it really make? We do our Mini Cooper SD to find out.

If you were to ask someone to describe the ‘Mini’ driving experience, it’s safe to assume that the phrase ‘go-kart feel’ would feature quite prominently in the conversation. In fact, it’s something that the engineers themselves acknowledge and strive to retain.

The phrase has become so ubiquitous, in fact, that we even raced a Cooper S against a Rotax racing kart a couple of years ago. But there’s an important thing to remember here. You see, a go-kart is meant to be driven around a small, tight, and typically smooth racing circuit – not on the open road. As such, it has no suspension whatsoever to contend with potholes and/or speed bumps. The Mini, on the other hand, has to be entertaining to drive first and foremost – that’s become its reason for being, its USP – but it also has to be usable and practical enough to handle the commute and the trip down to the shops.

<img alt="Mini Cooper SD Five Door Driving Shot" class="alignleft size-full wp-image-30794" src="/uploads/2014/10/drivenimini-cooper-article-oct-2014-pic3.jpg" style="width: 700px; height: 375px;" />

The current crop of Mini’s available in our market are phenomenal drivers’ cars, but they do require your full attention when behind the wheel - something we have always felt during our various Mini Cooper. You’re forced to scan the road constantly to ensure that you avoid scarred patches of tarmac because the Cooper S, especially, follows every crevice in the road as though it’s been instructed to follow the path of least resistance at all times, and even the Countryman violently crashes through bumps that a Hyundai, for instance, wouldn’t even register. The new Mini Cooper, then, could be just what the Doctor ordered. And the Mini 5-door could be just the car to sell the idea to your wife. “Honey, it’s got four doors and a reasonable sized boot – it’s perfect for the family!”

Ishan drove the all-new Mini – the third generation since BMW resurrected the brand in 2000 – in sunny Puerto Rico earlier this year, and he came away very impressed. The last gen Cooper S was one of his favourite cars – and while he did actually miss a bit of the frenzy from the drivers’ seat, on the whole he felt that they’ve managed to strike a fine balance between staying true to the brand and building a car that’s a little bit more usable in the real world. Well, the new Mini hasn’t hit our shores just yet – and it appears that it could be doing so along with its slightly larger, and more practical, five-door sibling.

<img alt="New Mini Cooper SD Five Door Side Profile" class="alignleft size-full wp-image-30793" src="/uploads/2014/10/drivenimini-cooper-article-oct-2014-pic2.jpg" style="width: 700px; height: 375px;" />

The new Cooper (in three and five-door body styles) is not just an important car for Mini, but also for the entire BMW Group. It’s the first car built on BMW’s brand new Ukl1 platform, which is slated to form the basis for cars such as the Active Tourer (the first front-wheel drive BMW, which was launched in Europe in the middle of this year), the next generation 1 Series, and even the next X1 – to name just a few.

The new Mini also comes with a full range of brand new three and four cylinder TwinPower turbo petrol and diesel engines. Our test car was the Cooper SD which we had for our Mini Cooper, and, at least for the moment, the diesel powered SD is slated to replace the petrol-powered S when the new car – both the 3 and 5-door – is launched in our market before the end of the year.

<img alt="2014 Mini Cooper SD Five Door Dashboard" class="alignleft size-full wp-image-30629" src="/uploads/2014/09/Mini-Cooper-Oct-2014-Pic9.jpg" style="width: 700px; height: 375px;" />

The Cooper SD comes with a turbocharged 2.0 litre, four-cylinder diesel engine, with the latest generation common-rail direct injection that can operate at 2,000 bar. Of course, it also features ‘Valvetronic’ – BMW’s fully variable valve control system. What impressed me most about the engine was the fact that the variable vane TwinPower turbo took just a sniff of throttle pedal movement to be jolted from its slumber in any gear, at any rpm. It helps this four-pot oil burner produce 170 horsepower, which is sufficient to propel this now rather reasonable-sized Mini to 100km/h in just 7.3 seconds. The important thing, though, is that this Mini retains that all-important sense of feeling fast even when you’re traveling at legal speeds – which is actually quite a novel quality in any modern car! What helps this Mini feel as spritely as it does is actually the 360Nm of torque that’s generated from just 1,500rpm – which makes the engine feel extremely responsive and tractable. The six-speed ZF gearbox is impeccable as well, but what heightens this driving experience is the interface between the driver and the machine. What I’m referring to, of course, is the cabin of the Mini – which retains all the novelty of the last generation, but with even higher levels of quality and fit-and-finish.

<img alt="Mini Cooper SD Five Door Engine Bay" class="alignleft size-full wp-image-30802" src="/uploads/2014/10/drivenimini-cooper-article-oct-2014-pic11.jpg" style="width: 700px; height: 375px;" />

The Mini gets BMW’s latest generation of iDrive, with the touchpad controller. It also get’s a large screen where, in the past, you would have found that massive signature speedometer. It gets a chunky three-spoke steering wheel, and proper shift-paddles – not flimsy buttons or switches that you have to hunt for. The instrumentation and driving position are impeccable. They’ve truly nailed it with this cockpit! It’s got the perfect combination of character and novelty – with its toggle switches and psychedelic mood lighting that’s always changing hue – and practicality, in terms of space and comfort. The 5-door Cooper SD is just over 4 metres in length. The wheelbase has been expanded by 72mm over the three-door, and boot space has been increased by 67 litres to a total of 278. And so, you truly can fit a couple of extra people and their luggage in this Mini. I wouldn’t go so far as to say that the rear seat is cavernous, but it’s not exactly stifling either. Where this car truly scores on the practicality charts, though, is in its efficiency figures. Considering the fact that we weren’t exactly sparing the throttle pedal – at times even breaching the 200km/h mark (strictly for purposes of journalistic integrity of course), at which speed it was perfectly composed by the way – it still returned an efficiency figure in the range of 16km/l.

<img alt="2014 Mini Cooper SD Five Door Grille" class="alignleft size-full wp-image-30799" src="/uploads/2014/10/drivenimini-cooper-article-oct-2014-pic8.jpg" style="width: 700px; height: 375px;" />

Of course, there’s the odd fly in the ointment as well. While the ride quality is now actually quite liveable – especially with the adjustable dampers – the road noise is still enough to give you an instant migraine. And while the turbo diesel is a fantastic engine, in terms of both power and efficiency, the exhaust note is missing that characterful crackle and pop of the petrol Cooper S. On the inside, the fuel gauge looks like it belongs to an Atari console from the 80’s. And then there are the slightly odd proportions of the 5-door. Mini head of design, Anders Warming, says this is one of the most challenging designs that they’ve ever worked on. I have to say, though, once you get a little used to the slightly stretched rear door, and the considerable overall length, you have to admit they’ve done a pretty good job on the whole. From most angles, in fact, they’ve managed to evolve the design very well indeed and evoke the spirit of the original quite successfully – but there’s simply no getting around the fact that the three-door is clearly the more elegant solution.

That being said, I would buy the Mini 5-door Cooper SD in a heartbeat. After all, it has just enough practicality to make it usable, but still has all the character and novelty of the original to make it funky and playful at the same time. But, most of all, it still gives you that rush every time you get into the drivers’ seat. It still makes you feel about ten years old – and that’s the magic of Mini, isn’t it?

<img alt="Mini Cooper SD Five Door Front View" class="alignleft size-full wp-image-30804" src="/uploads/2014/10/drivenimini-cooper-article-oct-2014-pic13.jpg" style="width: 700px; height: 375px;" />

[tabs]

[tab title="MINI COOPER SD"]

Engine: 1,995cc / 4 Cylinder / CRDi / Valvetronic / TwinPower Turbo

Fuel: Diesel

Transmission: 6-Speed Automatic / Front-Wheel Drive

Power: 170bhp @ 4,000rpm

Torque: 360NM @1,500-2,750rpm

&nbsp;

[/tab]

[/tabs]

Mini Cooper SD Five-Door Review, First Drive

The Mini Cooper SD five-door brings in the practicality of a five-door hatchback combined with sublime handling characteristics associated with Minis. Do the extra doors hamper the so-called 'Mini' characteristics? Let's find out.

Mini Cooper [2018-2024] price starts at ₹ 4000000. Check specifications, features, mileage, colours, variants, images, FAQs, news, reviews, and videos.

2025 Mini Cooper 5 Door Marks Global Debut Exclusively with Petrol Powertrain; Claims 201 bhp

New Fourth-gen Mini Cooper Unveiled with Petrol Powertrain Options, Will be Brand's Last ICE Car

New Mini Cooper Electric Interior Revealed with Combination of Retro & Modern Design

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Mini

Mini Cooper [2018-2024]

Cutie Pie

My favourite car which I hope to buy one day. I like its old model version too. Mr Bean&#39;s car made me fall in love with this brand. The new Cooper looks good, and Cooper S is having nice loud exhaust sound. Quality of materials are better than German brands.

Dad bought me this

I&#39;m just soooo happy with my little cutie Mini. My father bought this for me for college use. I feel very proud to own it. I feel that I have been getting a lot of attention from the guys in college ever since I had this. It&#39;s a very fast car also, I tried racing a Honda Accord a few days back.

Best car to buy

Ever since I watched the Italian Job movie, I fell in love with Mini Cooper. Those racing stripes on the bonnet are so cool, and exhaust is having a sporty sound. Really I would prefer this over a BMW as this is more or less the same price.

RightHandDriving

1496 CC

1998 CC

The new Mini&nbsp;Cooper 5-Door has arrived, providing a more practical alternative to the old three-door model. Unlike its smaller sibling, the 5-Door is exclusively available with petrol power.&nbsp;To accommodate five passengers, the 5-Door hatch features a wheelbase that is 72mm longer, 172mm wider, and an extended length of 172mm compared to the standard&nbsp;Cooper. According to Mini, the rear cabin area is much roomier and can fit three people comfortably.&nbsp;The 3-door model's short&nbsp;overhangs are kept, and the classic triangular taillights are seen at the rear.

Also Read:&nbsp;<a href="https://www.autox.com/news/car-news/new-mini-cooper-s-countryman-bookings-open-in-india-ahead-of-upcoming-india-launch-117418/">New Mini Cooper S, Countryman Bookings Open in India Ahead of Upcoming India Launch</a>

<h2>2025 Mini Cooper 5 Door: Design</h2>

<img alt="2025 MINI Cooper 5 Door Rear Quarter" height="720" src="/uploads/2024/06/2025-MINI-Cooper-5-door-rear-quarter.jpg" width="1280" />

Similar to the 3-Door model revealed last year, the design of the 2025 Mini Cooper 5 Door is quite different but still has the iconic Mini look and silhouette. The new model's&nbsp;styling cues&nbsp;are&nbsp;similar to that of the 3-Door Cooper, except with two more doors.&nbsp;As a result, the front end boasts sleek, round headlamps with LED daytime running lights and a large split black grille. The painted bar dividing the grille is slightly slimmer&nbsp;than that on the 3 Door.

<h2>2025 Mini Cooper 5 Door: Mechanical Specifications</h2>

The Cooper 5 Door will come with two petrol&nbsp;engines in Europe. First, there will be a 1.5-litre three-cylinder turbocharged engine,&nbsp;producing&nbsp;154bhp of maximum power&nbsp;and 230Nm&nbsp;of peak&nbsp;torque; this engine will only be offered in the entry-level Cooper C. This vehicle can hit 225km/h&nbsp;and go from 0 to 100km/h&nbsp;in 8 seconds.

The 2.0-litre four-cylinder Cooper S, which generates&nbsp;201bhp&nbsp;and 300Nm&nbsp;of torque, is a good choice for those looking for a bit more oomph. The Cooper S reaches its peak speed of 242km/h&nbsp;and can accelerate from 0-100km/h&nbsp;in 6.8 seconds.

With the option for adaptive suspension that includes frequency-selective dampers, Mini claims that the new Cooper 5 Door features a "suspension and damping system tuned for spirited handling."&nbsp;The hatchback will be offered with wheel sizes between 16 and 18 inches; bigger 8.4-inch&nbsp;tyres will be suitable&nbsp;for those who choose 17 or 18-inch wheels.

Also Read:&nbsp;<a href="https://www.autox.com/news/car-news/new-mini-aceman-electric-crossover-revealed-with-406km-range-large-oled-screen-116923/">New Mini Aceman Electric Crossover Revealed with 406km Range, Large OLED Screen</a>

<h2>2025 Mini Cooper 5 Door: Interior and Features</h2>

Inside, there are four trim options available. The Essential Trim features black seats with patterned fabric, while the Classic Trim replaces the standard two-spoke steering wheel with a three-spoke one.&nbsp;A Favorite&nbsp;trim with a two-tone houndstooth pattern on the dash is also quite elegant. There is an additional&nbsp;sporty JCW Trim in multicoloured knitted fabric and black faux leather with red stitching.&nbsp;

Along with having 275 litres of boot space (up from 210 litres in the 3-door), the 5-door's significant&nbsp;improvement is in the amount of luggage it can hold when the rear seats' 60:40 split are folded down. The 3-door can only carry 800 litres, while&nbsp;the 5-door model can carry 925 litres.

<img alt="Mini Cooper 5 Door Interior" height="720" src="/uploads/2024/06/Mini-Cooper-5-Door-interior.jpg" width="1280" />

Drivers can select one of seven 'MINI Experience Modes', including Core, Green, and Go-Kart, instead of the standard regular, Eco, and Sport modes and unique Personal, Vibrant, Timeless, and Balance settings.&nbsp;Each features a unique theme for the OLED display, which alters the graphics projected onto the dashboard.&nbsp;

Every new 5-door Mini Cooper, regardless of trim level, boasts&nbsp;a sizable circular 9.4-inch OLED display in the centre of the dash. This&nbsp;unit&nbsp;runs the most recent version of Mini Operating System 9, which includes the Mini Intelligent Personal Assistant.&nbsp;The display allows the configuration of seven&nbsp;interior settings to change the mood and atmosphere&nbsp;of the cabin.&nbsp;

The new Cooper 5 Door will be available from Mini in eleven paint jobs&nbsp;and three striking roof colour options. The bookings are&nbsp;open.&nbsp;The price of the&nbsp;5-door Cooper C and 5-door Cooper S start at GBP 24,050 (about Rs 25.63 lakh) and&nbsp;GBP 28,450 (around Rs 30.32 lakh), respectively. This represents a price increase of almost GBP 900 (approximately Rs 96,000) over the comparable three-door model.

Similar to the 3-Door model revealed last year, the design of the 2025 Mini Cooper 5 Door is quite different but still has the iconic Mini look and silhouette.

The fourth-generation Mini Cooper&nbsp;with petrol power has been globally unveiled, making it the last model in the lineup to be powered by combustion engines. This new vehicle will come in several configurations, such as a 3-door, 5-door, soft-top convertible, and a performance-focused John Cooper Works version.&nbsp;The Cooper S is the car's performance version, whereas the Cooper C is the standard model. There are four trim levels for the 2024 Cooper lineup: Essential, Classic, Favoured, and JCW. Additionally, it comes with four different roof colour options. Since these will&nbsp;be the final ICE variants of the vehicle, they are expected to&nbsp;reach the Indian market as well. For those who don't know, the&nbsp;hatchback from the British brand was initially introduced&nbsp;only&nbsp;in EV form.&nbsp;Inspired by the original 1959 design, the model&nbsp;has been a mainstay of the brand's product line since BMW brought the brand back to life in 2000.&nbsp;The firm's Oxford factory will be used to build this new-gen vehicle, which shares many exterior and interior design cues with the EV version.

<h2>Fourth-gen Mini Cooper: Powertrain Details</h2>

<img alt="2024 Mini Cooper S1" height="720" src="/uploads/2024/02/2024-Mini-Cooper-S1.jpg" width="1280" />

The fourth-generation Cooper hatchback is quite similar to the Mini Cooper EV, although it is not mechanically comparable to the electric version. Instead, it is built on a different platform. The petrol-powered model is a significantly upgraded version of its predecessor, whereas the electric version is constructed on a specialised EV chassis.

Under the hood, a&nbsp;1.5-litre, three-cylinder&nbsp;petrol engine generating 156bhp of maximum power&nbsp;and 230Nm of peak torque drives&nbsp;the 2024 Mini Cooper C. The car&nbsp;takes 7.7 seconds to go from 0 to 100km/h. On the other hand, a 2.0-litre, four-cylinder&nbsp;petrol mill&nbsp;developing 204bhp&nbsp;and 300Nm of maximum&nbsp;torque powers the performance-focused 2024 <a href="https://www.autox.com/reviews/car-reviews/2015-mini-cooper-s-review-first-drive-46216/">Mini Cooper S</a>. In 6.6 seconds, it can accelerate from 0 to 100km/h. According to Mini, there have been improvements made to the suspension, damping system, and brakes, which provide better handling&nbsp;in comparison to the outgoing model.

<h2>Fourth-gen Mini Cooper: Exterior and Interior&nbsp;Elements</h2>

The headlight and tail lighting clusters have changed to mimic the EV version of the car, although the overall look of the vehicle is still distinctly Mini Cooper. A redesigned front grille with an octagonal design, a radar sensor, and twelve ultrasonic driver assistance&nbsp;sensors are among the other modifications made to the vehicle.&nbsp;The cabin features contemporary interiors, which were first seen in the current generation of EV variant, but with distinct colour schemes here. In addition, two wheel sizes—16 and 18 inches—are available as a choice.&nbsp;

<h2>Fourth-gen Mini Cooper: Features</h2>

<img alt="2024 Mini Cooper S 1 " height="720" src="/uploads/2024/02/2024-Mini-Cooper-S-1-.jpg" width="1280" />

The centre-mounted OLED infotainment panel is the primary focal point of the new petrol model's simple interior dashboard. This OLED touchscreen in a production car is the first of its kind, claims <a href="https://www.autox.com/news/car-news/mini-clubman-production-to-end-after-17-years-will-be-succeeded-by-aceman-electric-crossover-suv-116076/">Mini</a>.&nbsp;At the top is important data like speed on the road and fuel efficiency, while the bottom displays a menu bar.&nbsp;The majority of the climatic controls are likewise operated by the screen, however, separate buttons are provided for the front and rear defoggers.&nbsp;The handbrake button, turn-key starter, driving mode selector, and audio control dial have all been moved to a panel beneath the screen, replacing the gear selector that was formerly positioned&nbsp;on&nbsp;the centre console. Other features include -&nbsp;ambient lighting,&nbsp;60:40 split rear seats,&nbsp;Mini Intelligent Personal Assistant, panoramic glass roof,&nbsp;wireless charging, and ADAS.

<h2>Mini India Lineup</h2>

We anticipate the fourth-generation range to arrive in India later this year. Mini currently offers the third-generation Cooper hatchback with both petrol and electric drivetrain options. In the meantime, it has been announced that India will receive the fourth-generation Cooper EV in the third quarter of 2024.&nbsp;At present, the starting price of the petrol version is Rs 42.70 lakh, whereas the EV begins&nbsp;at Rs 53.50 lakh. Both mentioned prices are ex-showroom.&nbsp;

The new-gen Mini Cooper will be available for purchase in several configurations, such as a 3-door, 5-door, soft-top convertible, and a performance-focused John Cooper Works version. 

Mini has revealed the interior of the upcoming Cooper Electric. The design is reminiscent of the original 1959 Mini and offers the car a familiar appearance. While the upcoming car is similar to the classic, it also includes a modern and contemporary touch. The central panel displays both navigation and speed information. It is spherical, larger than earlier versions, and it's bezel-free. Motorists can expect to see more information there because of a head-up display visor on the dash. There is no official confirmation by Mini, but industry reports claim that in 2024, the electric Cooper will go on sale in the international market, with the petrol Cooper following two months later. Mechanically, the electric Cooper will employ a 40kWh battery pack for a claimed range of 390 kilometres.

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<blockquote class="twitter-tweet">
Talk about coming full circle ⭕. Here’s your sneak peek of the new MINI Interaction Unit – coming&nbsp;soon to the new MINI family.​ <a href="https://twitter.com/hashtag/MINI?src=hash&amp;ref_src=twsrc%5Etfw">#MINI</a> <a href="https://twitter.com/hashtag/BIGLOVE?src=hash&amp;ref_src=twsrc%5Etfw">#BIGLOVE</a> <a href="https://t.co/aaHwXh9De2">pic.twitter.com/aaHwXh9De2</a>
— MINI (@MINI) <a href="https://twitter.com/MINI/status/1681793740002713603?ref_src=twsrc%5Etfw">July 19, 2023</a></blockquote>
<script async src="https://platform.twitter.com/widgets.js" charset="utf-8"></script>

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Also Read:&nbsp;<a href="https://www.autox.com/news/car-news/mini-cooper-range-becomes-expensive-by-up-to-rs-160-lakh-in-india-check-old-vs-new-prices-113488/">Mini Cooper Range Becomes Expensive by up to Rs 1.60 Lakh in India; Check Old vs New Prices</a>

<h2>New Mini Cooper Electric: What's More Inside?</h2>

Compared to the current model, the dashboard of the forthcoming Cooper has been made drastically cleaner. There are no instruments behind the steering wheel anymore. Instead, there is a head-up display.&nbsp;The central spherical screen houses the speedometer and infotainment features. The panel with an oval shape below the screen is where the physical controls are located.

<img alt="New Mini Cooper Interior" height="720" src="/uploads/2023/07/New-Mini-Cooper-Interior.jpg" width="1280" />

The redesigned steering wheel has substantial grips at the two and ten o'clock positions. One end of the dashboard's fabric gets a houndstooth pattern, while the driver's side gets a grey gradient.&nbsp;Reflecting the combination of innovation and tradition, the car has unique LED lighting patterns incorporated into the knitted dashboard, along with a panel of toggle switches for climate control functions, just like the previous generation versions. However, in this model, things have been simplified.

<h2>New Mini Cooper Electric: Mechanical &amp; Other Details&nbsp;Specifics</h2>

A 40kWh battery pack and a front-mounted 179bhp electric motor will be included in the forthcoming Mini. More details are expected to emerge soon. Several industry reports hint that the carmaker is following the strategy of teasing bits of information at a time in order to create buzz before the arrival of the model.

Also Read:&nbsp;<a href="https://www.autox.com/news/car-news/mini-aceman-concept-interior-teased-ahead-of-global-debut-112896/">Mini Aceman Concept Interior Teased Ahead of Global Debut</a>

The immersive interior of the Mini, according to the brand, comprises a variety of new animations, sounds, and projections, which will make it the 'digital partner in crime.'&nbsp;Further, the clean yet modern cabin arrangement will allow room for more creative space for digital interaction and new digitally-enhanced experiences.

Mini has revealed the interior of the new Cooper Electric ahead of its official global debut. Let's have a glance at the features that the forthcoming electric version will offer to its customers.

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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.

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		<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?

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