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SKODA Auto India Private Limited (SAIPL) has been operating in India since 2001 as a subsidiary of SKODA AUTO. At the age of 123 years, SKODA is one of the oldest automotive manufacturers in the world. From as early as 1895, first bicycles, later motorcycles and, from 1905, cars have been built at their headquarters in Mladá Boleslav, Czech Republic.

<hr />
The year 1991 marked the dawn of a new era for the brand as SKODA went on to become the fourth brand under the&nbsp;<a href="https://www.autox.com/new-cars/volkswagen/" title="Volkswagen">Volkswagen</a>&nbsp;Group, after which the leadership, marketing, product development and production underwent substantial modernisation.

The first ever&nbsp;Skoda&nbsp;car in India was the&nbsp;Octavia, launched in 2002 as a CKD unit. It became an instant hit in the Indian car market for its frugal yet punchy 1.9 TDI engine. In 2005, Skoda went on to launch the Laura, which was actually the second generation of the Octavia in the global markets. In India, however, the car was sold as a different product alongside the first-generation Octavia. The first generation Octavia enjoyed a healthy production run till 2010, paving the way for the launch of its third generation model in 2013.

Skoda has enjoyed a reputation in the Indian car industry for being a premium car manufacturer and is slowly expanding its product portfolio from sedans to SUVs. The range of new Skoda cars in India consists of the Rapid, Octavia,&nbsp;Superb&nbsp;&amp; the&nbsp;Kodiaq&nbsp;which also form the company’s 2018 product line-up.

The all Skoda car models sold in India roll off the production lines in Pune and Aurangabad. The plant in Aurangabad, Maharashtra produces the Octavia, Kodiaq and Superb. Production of the Rapid has taken place since 2011 in Volkswagen’s Pune plant.

Skoda car prices start from around 8.4 lakh rupees for the 2018 Rapid and go up to double-digit figures for the remaining models. Skoda car price listings can be found on the website of&nbsp;<a href="https://www.autox.com/" title="autoX">autoX</a>.

The Kodiaq gets the RS treatment. But is it worthy of this badge that it proudly flaunts?&nbsp;

The Skoda Kodiaq is a full-size SUV with a high dose of practicality and clever features. And, despite its size and proportions, it drives surprisingly well. The 2.0-litre diesel that it comes with has a good mid-range and is just right for daily use. It even handles well for a car that is big and heavy. But, still, sometimes you wish that the engine could be a bit more energetic. It leaves you wanting more. And if all this sounds familiar, then don’t worry, Skoda has come up with the answer – and it’s called the Kodiaq RS.&nbsp;

This one isn’t just a rebadged, sportier looking variant of the Kodiaq though. This is the real deal! The Kodiaq RS lapped the 20.8km Nurburgring Nordschleife circuit in just 9:29.84 minutes – making it the fastest production 7-seat SUV around the circuit. It’s a family car with enthusiastic aspirations. But can it perform equally well on both fronts?&nbsp;

<img alt="Skoda Kodiaq Rs Interiot Dashboard" src="/uploads/2019/06/Skoda-kodiaq-rs-review-interiot-dashboard-m.jpg" style="width: 642px; height: 336px;" />

Devil is in the details 
The Kodiaq RS doesn’t look very different from the standard model, at least in its overall design. Skoda has managed to give it a sporty appearance by adding some new elements, like the new 20-inch alloy wheels, red brake callipers, sportier looking bumpers and gloss black bits all around. &nbsp;The RS badges on the front grille and on the tailgate make its performance aspirations clear. Just like the Octavia RS, Skoda has done well to ensure that the Kodiaq RS exudes sportiness and aggression, but without undergoing too many changes in its overall design.&nbsp;

Sporty &amp; spacious 
Much of the interior remains unchanged. The layout of the dash is identical to the standard version, with the vertically stacked air-con vents, climate control knobs and touchscreen taking centre stage. It’s the choice of materials used that sets the Kodiaq RS apart.&nbsp;

In comparison to the standard model, the RS gets an all-black interior. The face of the dashboard, including the upper glove box, gets a faux carbon fibre finish, and the flat-bottom steering wheel gets perforated leather with contrasting stitching.&nbsp;

To suit the nature of the car, there are sport seats up front that proudly wear the RS badge. The Alcantara seats look dapper and are equally snug and supportive. All the changes made to the interior add an air of sportiness and exclusivity to the RS’ cabin. What’s interesting is that the Kodiaq RS continues to have the same space and practicality in the cabin as before.&nbsp;

In terms of features and equipment, the RS gets all the clever bits that we’ve seen on the Kodiaq, including the door protectors, detachable boot light and snooze pillows for the second-row passengers. Just like the Kodiaq L&amp;K, it too comes with an all-digital instrument cluster. &nbsp;

<img alt="Skoda Kodiaq Rs Interiot Seat" src="/uploads/2019/06/Skoda-kodiaq-rs-review-interiot-seat-m.jpg" style="width: 642px; height: 336px;" />

Two to Tango 
At its heart, the RS still comes with the same 2.0-litre diesel motor. But now the motor makes 236 horses and 500Nm. That’s nearly 90bhp and 160Nm more than the standard car. Skoda has managed to extract all of this additional power and torque by fitting the engine with two turbochargers. This certainly ups the performance of the Kodiaq RS, but, still, it isn’t exceedingly fast. It’s certainly not as fast as a V6 powered SUV.&nbsp;

With its max torque kicking in as low as 1,750rpm, the car pulls ahead with an eagerness that easily masks the size of the car. The acceleration won’t push you back into the seat, but the ease with which it gains momentum will require you to keep an eye on the speedo – full credit to the refinement of the motor and the slick shifting DSG transmission.&nbsp;

The Kodiaq RS comes with different driving modes – Eco, Comfort, Normal, Sport, Individual and Snow. In Eco and Comfort modes, the engine remains rather quiet. Switch to Sport or Individual, and you’ll hear a sweet burble like that of a V8. Skoda calls this the Dynamic Boost System. This system is more or less like what you’ve got in some sportscars where the sound from the exhaust is amplified into the cabin using the car’s speaker system. The primary difference here, however, is that the sound is pretty much manufactured. Nevertheless, it is quite addictive and will lure you into digging your right foot deeper.&nbsp;

<img alt="Skoda Kodiaq Rs Rear Static" src="/uploads/2019/06/Skoda-kodiaq-rs-review-rear-static-m.jpg" style="width: 642px; height: 336px;" />

Cornering confidence 
The real highlight of the Kodiaq RS is the way it attacks corners. All the technological wizardry, like the Dynamic Chassis Control and the progressive steering, play their part in offering supreme confidence around corners. In fact, during our test drive, the car remained stable and turned-in sharply without much drama at high speeds – even as the rain came down.&nbsp;

The steering weighs up as you go faster. Body roll is well contained, especially for a car this big and tall. The standard Kodiaq is already impressive in terms of handling, but the RS takes it a notch further. The near-perfect roads around Prague weren’t the ideal conditions to judge the car’s ride quality, but, given the stiff suspension setup, we expect it to be a little harsh for passengers.&nbsp;

Worth the RS badge?&nbsp; 
Well, honestly, the Kodiaq RS is unlike any other offering Skoda has had on sale in the past. It’s their first SUV to wear the RS insignia, and it comes with a diesel heart. In the Kodiaq RS, Skoda has managed to add that crucial fun factor to a practical SUV – a formula that’s sure to be appreciated by a lot of enthusiasts. The only problem is that Skoda is uncertain about bringing it to India, especially because it will demand a premium over the Kodiaq L&amp;K and that will make it quite an expensive offering. But we can always hope, can’t we?&nbsp;

Also Read:&nbsp;

<a href="https://www.autox.com/reviews/car-reviews/skoda-kodiaq-lk-review-first-drive-105460/">Skoda Kodiaq L&amp;K Review</a>

<a href="https://www.autox.com/reviews/car-reviews/2017-skoda-kodiaq-review-first-drive/">2017 Skoda Kodiaq Review</a>

&nbsp;

[tabs]

[tab title="Skoda Kodiaq RS"]

Engine:&nbsp;&nbsp;1,968cc / 4-cylinder / twin-turbo

Fuel:&nbsp;Diesel

Transmission:&nbsp;7-Speed Automatic / All-wheel Drive

Power:&nbsp;236bhp @ 4,000rpm

Torque:&nbsp;500Nm @ 1,750-2,500rpm

Price: TBA

X-Factor:&nbsp;Practical and quick, the Kodiaq RS will certainly find appreciation from a lot of Indian buyers – if Skoda decides to bring it here, that is.

&nbsp;

<table cellpadding="1" cellspacing="1">
	<tbody>
		<tr>
			<td>
			Pros &nbsp;&nbsp; &nbsp;&nbsp;&nbsp; &nbsp;&nbsp;&nbsp; 
			• Performance&nbsp; 
			• Practicality 
			•&nbsp;Handling
			</td>
			<td valign="top">
			Cons 
			• India-launch uncertain 
			• Firm ride 
			&nbsp;
			</td>
			<td>&nbsp;</td>
		</tr>
	</tbody>
</table>

[/tab]

[/tabs]

Skoda Kodiaq RS Review: First Drive

The Skoda Kodiaq, the flagship SUV from the Czech-based automaker, now gets the well lauded RS treatment. So, is it just a cosmetic upgrade, or the Kodiaq RS really something that demands the attention of an enthusiast? Let's find out.

The top dog of Skoda’s line-up gets the L&amp;K treatment – which puts this at the very top of the pile! But does it do enough to set itself apart?&nbsp;

In January 2018, we brought together some of the most capable SUVs in a bid to find out if these new-age, all-wheel crossovers were a match for the old-school, lumbering 4x4s. While the result was hugely in favour of the latter, the Skoda Kodiaq really proved itself in terms of refinement and comfort – positioning itself as the vehicle to have for those of you who didn’t intend to venture too far off the beaten path. In fact, the Kodiaq’s premium fittings, luxurious interior and a long list of features had us charmed from the very first time we experienced it. That said, at the time of launch, in October 2017, the Czech carmaker only introduced the Style variant – which was missing just a couple of tricks. And so Skoda has now launched the top-spec Laurin &amp; Klement version of the Kodiaq, adding to its already long list of features.&nbsp;

What is it?&nbsp; 
This isn’t the first time that Skoda has lavished the Laurin &amp; Klement badge on one of their cars. We have already seen it being done with the Octavia and the Superb. The L&amp;K insignia is Skoda’s way of paying homage to the company’s founders – Vaclav Laurin and Vaclav Klement. They reserve this badge exclusively for only those models that flaunt luxury and class – the ones that sit atop the food chain. The Skoda Kodiaq L&amp;K, then, will sit above the Style trim as the top-end variant.&nbsp; 
&nbsp; 
How is it different?&nbsp; 
In comparison to the Style variant, the Kodiaq L&amp;K sports a few subtle changes on the exterior. While the Kodiaq always had a chrome surround for the butterfly grille, the L&amp;K gets chrome accents on the grille itself. Other changes include silver roof rails and chrome accents on the rear bumper that look like exhaust casings. The only noticeable change along the sides is the Laurin &amp; Klement insignia on the fenders. The Kodiaq L&amp;K comes with two colour options – Lava Blue and the one that you see in the pictures here, Magnetic Brown.&nbsp;

<img alt="Skoda Kodiaq L&amp;K Sunroof" src="/uploads/2019/02/Skoda-Kodiaq-L-K-sunroof1.jpg" />

Being the top dog in the Kodiaq range, the L&amp;K also flaunts a longer list of features. While the standard Kodiaq comes fitted with a reversing camera, this one has four – at the front, back and two below the ORVMs. A 360-degree feed from these cameras appears on the infotainment screen, and you can even change the views. But the feature that fascinated us the most was the fully-digital instrument cluster – much like the Virtual Cockpit in the new-age Audis. Every bit of information that you’d possibly want, and then some, can be viewed on this screen. You can even switch between various display themes – single dial, two dials, with navigation or even infotainment information. Unlike the standard variant with a faux wood finish on the dash and door pads, the L&amp;K has a piano black treatment. Even the panel around the gear lever has this gloss black finish – not ideal though since it tends to scratch easily. Door sills and sport pedals are some other bits exclusive to the L&amp;K. While the seats themselves remain unchanged, they get new trim, with Laurin &amp; Klement embroidered on the seatback.&nbsp;

Well, changes to the Kodiaq L&amp;K’s interior aren’t many, but they still manage to uplift the overall appeal of the car to make it feel premium. A job well done, then!&nbsp; 
&nbsp; 
What’s under the skin?&nbsp; 
Under the hood of the Kodiaq L&amp;K remains the 2.0-litre, four-cylinder diesel motor, which is smooth and vibration-free. The noise inside the cabin is well contained for the most part. It does get loud as you push the motor, but not to the extent of being irksome. The 148bhp motor does a decent job of pulling this 1,799kg machine. Its max torque of 340Nm kicks in at about 2,000rpm, and from there, it&nbsp;progresses swiftly till its mid-range. It’s this aspect of the car that makes it a great urban SUV. Out on the highway, though, it may leave you wanting just that little bit more. While the Kodiaq is perfectly alright for highway cruising, swift overtaking may take a bit of planning or a downshift – sometimes both. The 7-speed DSG gearbox works like a dream. It shifts quickly, smoothly and, in fact, somewhat helps mask the slight shortcomings of the motor.&nbsp;

<img alt="2019 Skoda Kodiaq L&amp;K Cabin" src="/uploads/2019/02/Skoda-Kodiaq-L-K-cabin.jpg" />

We have always loved the way Skoda cars are set up, and the Kodiaq is a textbook example of why. Despite its size and weight, the Kodiaq goes around bends with surprising certainty. Being an SUV, there’s some amount of vertical movement, but it doesn’t feel nervous at any point. Some credit for this should also go to the all-wheel-drive system. In terms of ride quality, the Kodiaq manages potholes with a fair bit of poise. Larger bumps may make you cringe, though, as the suspension tends to bottom out occasionally.&nbsp;

Worth every penny? 
Priced at ₹35.99 lakh, the Kodiaq L&amp;K demands nearly ₹1.5 lakh over the Style trim. While the L&amp;K has quite a few minor tweaks that set it apart from the standard variant, the ones that truly matter are the 360-degree camera and the digital instrument cluster. Of course, the Laurin and Klement badge also demands a premium here, but we think that Skoda could’ve done a bit more to substantiate it. The fact that the Style variant itself is superbly well equipped could’ve handcuffed Skoda from doing more. After all, there’s only so much you can improve on something that’s already so good, especially without adding too much to the price tag. &nbsp;

[tabs]

[tab title="Skoda Kodiaq L&amp;K"]

Engine:&nbsp;1,968cc / Inline-4 Cylinder/ 16-Valves/ Turbocharged

Fuel:&nbsp;Diesel

Transmission:&nbsp;7-Speed DSG All-Wheel Drive

Power:&nbsp;148bhp @ 3,500rpm – 4,000rpm

Torque: 340Nm @ 1,750rpm – 3,000rpm

Price: ₹35.99 lakh (ex-showroom)

X-Factor:&nbsp;Priced like a premium SUV, but feels like a luxury car – the Skoda Kodiaq&nbsp;L&amp;K presents the best of both worlds.

<table cellpadding="1" cellspacing="1">
	<tbody>
		<tr>
			<td>
			Pros &nbsp;&nbsp; &nbsp;&nbsp;&nbsp; &nbsp;&nbsp;&nbsp; 
			•&nbsp;Equipment List 
			•&nbsp;Quality levels
			</td>
			<td valign="top">
			Cons 
			• Premium pricing 
			• Could do with more power
			</td>
		</tr>
	</tbody>
</table>

[/tab]

[/tabs]

Read more:&nbsp;

<a href="https://www.autox.com/reviews/car-reviews/skoda-kodiaq-rs-review-first-drive-106096/">Skoda Kodiaq RS Review: First Drive</a>&nbsp;

<a href="https://www.autox.com/news/car-news/skoda-kodiaq-lk-launched-at-rs-3599-lakh-104872/">Skoda Kodiaq L&amp;K launched at Rs 35.99 lakh</a>

Skoda Kodiaq L&K Review: First Drive

At the time of its launch, the Skoda introduced the Kodiaq in a single 'Style' variant which really missed out on some nifty features. Now, Skoda has unveiled the L&K variant of the Kodiaq, that sits atop the Style variant and pays homage to the company's founders. Find out more in our review.

Enough and more has been said about how the state of our roads is going from bad to worse and in these conditions, SUVs are the best cars money can possibly buy. And it is no wonder that, over the past five years, the industry has seen a steady growth in the premium SUV segment. Today if you have about Rs 30-35 lakh to spend on an SUV, the options are aplenty. For those wanting the pride of a luxury carmaker on the bonnet, there is the Audi Q3, BMW X1, and Mercedes-Benz GLA. If big brawny SUVs are your thing then you have the Toyota Fortuner and the Ford Endeavour to choose from. And then there is the soft-roader Volkswagen Tiguan in the mix.

<img alt="Skoda Kodiaq Rear View" src="/uploads/2017/09/skoda-kodiaq-review-rear-static-m.jpg" />

While most manufacturers already have a representative in the SUV space, Skoda isn’t a brand that you’d immediately associate with the segment. Yes, they did have the Yeti – a practical and spacious SUV in their fleet, but its price and almost van-like design never let it soar on the sales charts. The Czech manufacturer is now ready for a second assault in the SUV space, and this time around, they have decided to go premium. The Kodiaq is Skoda’s first attempt at a 7-seater SUV and it will take on the big guns like the Toyota Fortuner and the Ford Endeavour. Does it have the mettle to establish itself in a highly competitive segment?

<img alt="Skoda Kodiaq Dashboard" src="/uploads/2017/09/skoda-kodiaq-review-dashboard-m.jpg" />

When Skoda unveiled the Kodiaq earlier this year the first thing that struck a cord was its design. It’s amazing how Skoda has managed to retain its sharp design language on a gargantuan SUV. Its distinctive design makes it stand out from the crowd but at the same time, you can’t mistake it for anything but a Skoda. And the obviousness is in some really likable details – like the butterfly grille, the slender LED headlights, and the archetypal shoulder line. My personal favourite design element is the whetted taillight cluster that is similar to the one on the Superb but much leaner.

On the inside, the dashboard looks neat and well-appointed but it isn’t the most creative layout out there. The vertically stacked design with the wide grey trim right in the centre, makes it look vaguely familiar to the Ford Endeavour’s dash. Camouflaged by this bold panel is a second glove box – which not only feels a bit loose and plasticy but weirdly also opens with a button on the bottom glove box. The infotainment system that has been borrowed from the Superb is crisp and responsive to touch. And that isn’t the only feature that the SUV shares with its sedan sibling. The Kodiaq also comes with a three-zone climate control, ambient lighting, touchscreen infotainment with Apple CarPlay and Android Auto, electric front seats with memory function, panoramic sunroof, all-around parking sensors with reversing camera and more.

<img alt="Skoda Kodiaq Interior" src="/uploads/2017/09/skoda-kodiaq-review.jpg" />

Being 4,697mm long, the Kodiaq promises to be spacious and it delivers. With all three-rows up, the Kodiaq has a respectable boot space of 270 litres but push the third row down and you can make up to 630 litres of space for your luggage. Moreover, you can fold down the seats with a lot of permutations and combinations to suit your loading requirements. As far as space is concerned, the third row is low and doesn’t offer enough under-thigh support even for average sized adults. In the second row, however, there is excess knee and leg room, some of which can be offered to the passengers at the back. While the seats are amply comfortable and well bolstered, the 40:20:40 split means that the third passenger at the back won’t be at ease. The front seats, with ample of side bolstering and lumbar support, are unarguably the most comfortable place to be. Skoda has employed a lot of ‘simply clever’ solutions to the Kodiaq – right from the umbrella in the door to the removable magnetic boot light. But the door scratch protector that juts out when you open the door and the hands-free boot is the most useful of the lot.

Moving on to the bits that matter the most. I have to admit, when I found out that Skoda will only be bringing in the 2.0-litre diesel motor in the 148bhp guise, I was a bit skeptical about its performance – and that especially knowing that the Kodiaq tips the scale 1,799kg. Out on the road though, you don’t quite feel it lacking. All of the 340Nm of torque comes in as low as 1,750rpm which gives it enough go right from low traffic speeds up to its mid-range. It is only when you push the car further towards its top-end that it tends to feel out of breath. The engine feels impressively refined and even the little noise that seeps inside the cabin doesn’t feel intrusive. The 7-speed DSG makes the Kodiaq absolutely fun to drive. It shifts so smoothly on request that you’ll find yourself using the paddles just for the thrill of it. The Kodiaq is also the first-ever Skoda to come with different driving modes – Eco, Normal, Sport, Snow and Individual. Each of these modes alters the steering, engine and gearbox response.

Some of the roads that we drove the Kodiaq over were rough and undulated but it managed to take them all in its stride and offer a rather flat ride. When driving over larger potholes and bumps, however, the car tends to communicate a mild discomfort to the passengers at the back. Of course, having a firm suspension has its obvious rewards as well. The Kodiaq really impresses in the handling department – especially given its size. It feels stable and within control at all times, so much so, that you’d almost forget that it’s a large SUV. The Kodiaq comes with an all-wheel drive system which on paper should help it tackle mild trail drives. That being said, we didn’t get a chance to explore this aspect of the car during the first drive and we would reserve our judgment until we get it for a test. &nbsp;

<img alt="Skoda Kodiaq Tale Light" src="/uploads/2017/09/skoda-kodiaq-review-tale-light-m.jpg" />

From the time of its launch, the Kodiaq has sold nearly 20,000 units in the global market. And its success is all down to the fact that it performs all its functions with equal aplomb. The Kodiaq has the bulk that you’d expect from a full-sized SUV and yet it drives almost like a sedan. It works well as a 5+2 and has a long list of features. While it ticks all the right boxes, the Kodiaq’s future in india will also depend on its price. We expect it to be priced around the Rs 33 lakh mark when it gets launched on 4th October.

Skoda Kodiaq Review, Test Drive

With the Skoda Kodiaq, the Czech-based automaker has a strong contender in the full-size SUV segment. What's more, Skoda has managed to receive over 50,000 bookings of the Kodiaq - globally - before its India launch. Read on.

Skoda Kodiaq [2017-2020] price starts at ₹ 3399000. Check specifications, features, mileage, colours, variants, images, FAQs, news, reviews, and videos.

Skoda Reveals Its New SUV Kodiaq L&K

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Skoda

Skoda Kodiaq [2017-2020]

RightHandDriving

1968 CC

Since the L&amp;K variants of Octavia and Superb were previously launched in India, we can surely expect Skoda to consider the same for Kodiaq.

<meta charset="utf-8" />

Skoda has revealed the Kodiaq L&amp;K, which will serve as the top-spec variant of the company’s flagship SUV. The new model will be showcased at the 2018 Geneva Motor Show.

The L&amp;K equipment line, which is named after the company's founders - Laurin and Klement - always serves as the most lavishly equipped variant of its respective car model. In Kodiaq’s case, a chrome grille, 19-inch alloy wheels and modified bumpers are the most prominent changes on the new model’s exterior.

The interior boasts leather upholstery and piano-black decorative trim. More standard equipment includes an electrically adjustable driver's seat including memory function, door sills, aluminium pedals, textile floor mats, rain sensor, auto-dimming rear-view mirror, ambient lighting and Canton sound system.

<img alt="kodiaq l k interior" src="/uploads/2018/02/kodiaq-l-k-interior.jpg" />

Unlike the India-spec model, the global Kodiq is available with a wide variety of petrol and diesel powertrains, which will be carried onto the L&amp;K variant. The range includes a 1.5-litre turbo-petrol engine providing 148bhp, a 2.0-litre turbo-petrol with 187bhp, and a 2.0-litre diesel with either 148bhp or 187bhp. AWD comes standard on the more powerful models, while is offered as an option on others. Skoda also claims that the petrol engines have been tweaked to reduce polluting particulate emissions.

There is no word on this fully-spec’d Kodiaq launching in India. Presently, the India-spec Skoda Kodiaq is only available in a single variant, which is priced at Rs 34.50 lakh (ex-showroom, Delhi). &nbsp;

Since the L&K variants of Octavia and Superb were previously launched in India, we can surely expect Skoda to consider the same for Kodiaq. Skoda has revealed the Kodiaq L&K, which will serve as the top-spec variant of the company’s flagship SUV.

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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.

<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.

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	<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]

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