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<p>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.</p>

<hr />
<p>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.</p>

<p>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.</p>

<p>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.</p>

<p>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.</p>

<p>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>.</p>


<p>Just a few months back, we got our hands on the facelifted Skoda Octavia. The 2017 iteration has been fitted with revised headlights and taillights along with some new features and updates. Even with the updates, the Octavia facelift retains the essence that the car has been associated with all these years. Sensible it might be, but in the standard Octavia it isn’t the most exciting car out there. For all those looking for that extra oomph, Skoda has now launched the 227bhp Octavia RS, or the Octavia vRS as it is often called. At the launch of the Skoda Octavia RS, we got the chance to take it for a quick spin. Of course, it wasn’t enough for a detailed review, but here are our first impressions.</p>

<p>&nbsp;</p>

<p>When I saw the Octavia RS in flesh at the launch, I was amazed at how a few changes to the design can totally change a car’s appeal. Yes, the Octavia RS has the same silhouette as the standard model, but thanks to the larger air dams on the front bumper, sportier petal-spoke alloy wheels and the rear spoiler, it looks a lot aggressive. And then, of course, there are the twin-trapezoidal exhaust pipes. Skoda has also chosen a superb pallet of four colour options – Steel Grey, Corrida Red, Race Blue and Candy White.</p>

<p><img alt="2017 Skoda Octavia RS Interior Dashboard" src="/uploads/2017/09/Skoda-octavia-rs-interior-dashboard-m.jpg" /></p>

<p>A lot of performance cars hint their performance superiority very subtly, but that’s not the case with the interior of the Octavia RS. There are a lot of vRS badges that flaunt its performance DNA – on the steering wheel, the gear lever as well as on the seats. Wrapped in alcantara, the seats too are sportier with much better lateral support. The Octavia RS also gets contrast red stitching on the upholstery and the leather-wrapped flat-bottom steering wheel. Along with all of this, we wish it also came with red seat belts. The overall layout of the dashboard, however, remains the same as the facelifted Octavia launched a few months back. The large touchscreen in the centre is high-resolution and responds well to inputs.</p>

<p>Moving on to the heart of things. Internationally, the Skoda Octavia RS comes with a range of body styles and engine options, but India only gets the saloon with a 2.0-litre turbocharged petrol motor. Sending 227bhp to the front wheels, Skoda claims that the Octavia RS can do the 0-100 dash in just 6.8 seconds and record a top speed of 250km/h. The car surely feels quick and a lot of it can be credited to two things – the 350Nm of torque that comes as low as 1,250rpm and the 1,418kg weight which is just 42kg heavier than the 1.8-litre 177bhp Octavia. Slot it in M, dig your right foot deep and it easily manages to plaster a grin on your face with the sweet sound of the exhaust. And then, of course, the 6-speed DSG that it comes plonked with, is absolutely smooth and precise.</p>

<p><span style="tab-stops:36.0pt 165.3pt">It feels sharp to turn in and the lateral movement is within control too, but the steering could have done with a bit more feedback. We drove the car at the Raymond Race Track and didn’t quite get bad roads to drive it on so we will reserve our judgement on ride quality until we get to drive it out in the city. That being said, with a full load on board, the ground clearance of the Octavia RS is just 103mm which means it is sure to get the driver nervous about scraping the underbelly.</span></p>

<p><img alt="2017 Skoda Octavia RS Static" src="/uploads/2017/09/Skoda-octavia-rs-static-m.jpg" /></p>

<p>As far as enthusiasts are concerned, the Skoda Octavia RS was possibly the most anticipated car this year. At Rs 24.62 lakh (ex-showroom) the Skoda Octavia RS is about Rs 3.7 lakh more expensive than the top-spec 1.8 TSI Octavia. For the additional cost, you get a sportier looking car, larger wheels, better dynamics and of course a punchier motor – things that an enthusiast won’t mind paying for. Moreover, a 590-litre boot and space enough to seat four comfortably mean your family will also be as happy as you are behind the wheel.</p>


Skoda Octavia RS: First Impressions

The Skoda Octavia RS is certainly the most-anticipated enthusiast's car this year, and for a good reason. With a punchier motor, better dynamics and finer exterior, the Octavia RS really deserves your attention.

<p><strong>The Octavia has always been a superb car on all counts, Skoda keeps its essence intact while bringing it up to speed with the times with more equipment.&nbsp;</strong></p>

<p>The sweet soundtrack of the 1.8-litre TSI engine is at an all-time high as the speedometer needles sweeps past the 200 km/h mark, but this gem of an engine shows no signs of tiredness as it screams its way to 220 km/h. That’s my last memory of the Skoda Octavia 1.8 TSI.</p>

<p>So, when the opportunity to drive the updated Octavia came knocking on the door, the response was an obvious one. And here we are, standing in front of the 2017 model of Skoda’s Octavia that has been given a once over. As you can immediately notice, the biggest exterior styling change comes in the form of those split head lamps that now feature LED illumination. The car also gets the company’s new grille that accommodates the protruding centre section of the bonnet, complete with its glossy finish. Other styling changes include a redesigned bonnet, there is chrome strip in the front bumper, a revised rear bumper, new alloys and LED treatment for the tail lamps.</p>

<p><img alt="Skoda Octavia Interior" src="/uploads/2017/06/new-2017-skoda-octavia-interior.jpg" style="height:336px; width:642px" /></p>

<p>The face-lift has also reworked the interiors of the car to give it a large 8-inch touchscreen infotainment system with smartphone connectivity. There are no physical buttons here, instead you get touch controls, so it makes the whole interface look even larger. The HVAC surrounds are also finished in gloss black to match the infotainment system above. A new steering wheel and revised instrument cluster with navigation display add to the contemporary appeal of the car. While the car has always been very well equipped, this updated version gets two USB ports for rear seat occupants to not only charge but also hook up their phones to the infotainment system. Skoda has also fitted higher end variants of the car with steering parking assist and different ambient lighting options for the cabin.</p>

<p>These changes aside, this TSI model has a 30mm wider rear track for a reworked multilink suspension setup (the diesel model gets a 20mm wider rear track with its torsion beam setup). Apart from this, the car remains mechanically identical to the outgoing model.</p>

<p>Right, with all the new stuff having been dealt with it is now time to get behind the wheel of what I consider to be one of the best sedans out there in the sub Rs. 30 lakh bracket.</p>

<p>For the purpose of this review and by rather good fortune I happened to be driving the 1.8 TSI model. Fire up the turbo petrol motor and it settles down to a quiet idle. As you roll off the line you can’t help but appreciate the smooth nature of the engine and 7-speed DSG gearbox. Driving in a sedate manner ensures seamless gear changes. Although, the engine does feel a little coarse at times with NVH levels moving to higher levels on occasion. That said, this is the only downside I could find with the Octavia 1.8 TSI. For otherwise, this thing continues to be the sensation it is to drive.</p>

<p><img alt="Skoda Octavia Instrument Cluster" src="/uploads/2017/06/new-2017-skoda-octavia-instrument-cluster.jpg" style="height:336px; width:642px" /></p>

<p>Slot the gearbox in Sport mode, step on the long pedal and as the engine spins past 3,000 rpm, a nice engine note comes into play and it only gets better as you head towards the redline. The unit has a very heady nature in the top reaches of the rev band. Power comes in strong all the way past 6,000 rpm. With the next gear being selected at 6,500 rpm. But if you truly want to exploit the potential of this car you should change gears manual via the gear lever or by paddles behind the steering wheel. In typical DSG style, gearshifts are immediate. In fact, when you are going all out and shift up, the car jerks forward and while this may be considered uncomfortable, trust me when you are driving fast, the brisk power delivery between gear changes is a huge joy. It’s also worth noting that jerky gearshifts are not the norm in manual mode while driving at average speeds. So, it’s definitely not a problem, but a real joy to get that kick-in-your back acceleration while driving fast.</p>

<p>And during our drive, I happened to come across this narrow little hill road that goes up from New Chandigarh to Baddi. It would seem the Octavia brings good luck to me as this twisty uphill and downhill road allowed me to exploit the well-balanced nature of the Octavia. Carrying a decent amount of pace around these bends once again revealed how much grip this car has and how little body roll there is, giving you good confidence around bends. The only thing I wish was better was steering feedback as it feels a little too light around bends at higher speeds. Otherwise, it is very accurate and direct.</p>

<p>Fortunately or unfortunately, we didn’t find any bad roads to drive this car on so it won’t be fair to comment on ride comfort. But a detailed road test report later should bring these aspects to light.</p>

<p><img alt="Skoda Octavia Rear Three Quarter" src="/uploads/2017/06/new-2017-skoda-octavia-rear-three-quarter.jpg" style="height:336px; width:642px" /></p>

<p>So, for now it would be fair to conclude that while not everyone maybe a fan of those new headlamps, the 2017 update gives the Octavia some cool new features, and brighter LED head lamps while keeping the rather brilliant essence of this car intact. It continues to be spacious, comfortable, well-built, good looking and a sensation to drive.</p>

<p>Skoda will be launching this updated Octavia next month, and thanks to GST rates, the car will get more affordable than the current version.</p>

<p>In the meantime, you can read another fun feature on the Octavia here -&nbsp;<a href="https://www.autox.com/reviews/car-reviews/skoda-octavia-vs-hyundai-elantra-comparison/"><strong>Skoda Octavia vs Hyundai Elantra: Track Test Comparison</strong></a></p>

<p>[tabs]</p>

<p>[tab title="Skoda Octavia 1.8 TSI"]<br />
<strong>Engine:</strong> 1,798cc / Turbocharged / In-line 4-Cylinders / 16 Valves / DOHC</p>

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

<p><strong>Transmission:</strong>&nbsp;7-Speed DSG Automatic / Front-Wheel Drive</p>

<p><strong>Power:</strong>177bhp @ 5,100 - 6,200rpm</p>

<p><strong>Torque:</strong>&nbsp;250Nm @ 1,250 - 5,000rpm<br />
[/tab]<br />
[/tabs]</p>


Skoda Octavia Review, First Drive

With the 2017 update, the Skoda Octavia now boasts a snazzy pair of split-headlamps, new alloy wheels, LED tail lamps, and then some. Since it is a Skoda, it oozes elegancy and elegant touches all around. Learn more in our full review.

Skoda Octavia [2020] price starts at ₹ 3599599. Check specifications, features, mileage, colours, variants, images, FAQs, news, reviews, and videos.

Auto Expo 2020: Skoda Octavia RS 245 priced at Rs 35.99 lakh

Skoda Octavia Facelift price, specs, engine, gearbox, details, pictures

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Skoda

Skoda Octavia [2020]

Germans are best

<p>German cars are solid. They feel very strong and Octavia is one of my favourites. I like the VRS. Brilliant car.</p>


I bought one

<p>I bought an Octavia two years ago. I'm very happy, no trouble at all. Perfect engine and a great companion on highways.</p>


Prefer Jetta

<p>Comparatively, I like Jetta from VW more. It looks better and more elegant. Of course engines are all the same I think. But my dream car is Jetta.</p>


RightHandDriving

1968 CC

1984 CC

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The Kylaq, i20 N Line, & Fronx Turbo have all the ingredients to classify as a ‘hot hatch’ for the masses, but which one can truly be called the best?

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

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

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

    
  
    
  


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

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

    
  
    
  


<h2>So, what’s under the hood?</h2>

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


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

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

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

    
  


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

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




<p>[tabs]</p>

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

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

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

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

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

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

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

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

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

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

<p>[/tab]</p>

<p>[/tabs]</p>


Ferrari 12Cilindri Spider First Drive Review: Versatility in Verde

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

<p>&nbsp;</p>

<p>[tabs]</p>

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

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

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

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

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

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

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

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

			<p>•&nbsp; Smart Design</p>

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

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

<p>[/tab]</p>

<p>[/tabs]</p>


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