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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>.

Skoda’s third generation Superb is here, and it’s more premium and contemporary than ever before. But there is a change in character of sorts. We drive down the twisty roads of Coorg to find out just how it’s evolved.

The concept of luxury is a very vast and subjective one. And when it comes to cars, Skoda chose to make a statement in the then entry-level luxury sedan segment back in 2001 with the launch of the first generation Superb.

Now, the new 2016 Skoda Superb seeks to do much the same thing by offering more cabin space than any of its rivals, combined with a lengthy equipment list at a relatively affordable price tag. The original Superb expanded the concept of a premium saloon and the new one seeks to do much the same thing, except in a more contemporary manner to stay with the times.

&nbsp;

<img alt="Skoda Superb Front View" class="alignnone size-full wp-image-67006" src="/uploads/2016/03/new-2016-skoda-superb.jpg" style="width: 642px; height: 336px;" />

Exteriors

As you can see here, the third generation Skoda Superb has a sharper design theme as compared to the more rounded lines of the outgoing model. The A and C Pillars are more raked, the side windows get more angular lines while the rear quarter window is now a triangular piece. In fact, the whole car gets sharper and more crisp lines and contours that make the new Superb look up to date and a little sporty in fact.

As per Skoda’s new design language the bonnet now has a protruding centre section that extends on to the front grille and houses the Skoda logo. The headlamps get LED daytime running elements that double up for the front indicators. The head lamps are projector units with adaptive front light system that responds to speed and directional changes.

Owing to the more raked pillars, the new Superb looks sporty thanks also to the sharp beltline, recessed lower section of the doors. The wheel arches are mildly flared and house 17 inch multi spoke alloys.

The rear profile of the car again is a combination of sharp lines on the boot lid segregating the top section from the mid section that houses the license plate and another sharp change in contour on the lower section. The tail lamps too are angular and stretch onto the boot lid. The rear bumper has a faux air diffuser in the lower section, it houses reflectors on either side with multiple lines segregating its contours.

<img alt="Skoda Superb Interior" class="alignnone size-full wp-image-67012" src="/uploads/2016/03/new-2016-skoda-superb-interior-2.jpg" style="width: 642px; height: 336px;" />

Interiors

The interiors of the new Superb feature sharp design cues like on the exteriors with those new angular air vents, a faux wooden panel running across the centre of the dashboard and the new hexagonal instrument binnacle. The cabin sports a dual tone layout with beige and black interiors. The seats in the L&amp;K spec model are upholstered in perforated leather while the front units feature air conditioning. Speaking of air conditioning, the new Superb boasts of a three zone climate control system. Another feature this L&amp;K model boasts of is ambient lighting for the cabin.

You can see where this is going on the equipment front as Skoda has loaded the new Superb with an array of features including a new SmartLink touchscreen infotainment system with a 12 speaker Canton sound system, the system now also gets a USB slot, electrically adjustable heated and auto dimming ORVMs with auto tilt for reverse gear, reverse camera, front and rear parking sensors, a panoramic sunroof, electrically adjustable front seats with bolster adjust and lots more.

<img alt="Skoda Superb Rear Seat" class="alignnone size-full wp-image-67019" src="/uploads/2016/03/new-2016-skoda-superb-rear-seat-.jpg" style="width: 642px; height: 336px;" />

Coming back to the seats, the front ones also gets bolster adjust for optimal comfort while the driver’s seat gets three memory settings. They are comfortable but could perhaps offer a little more upper back support. The rear seats have plenty of legroom and offer good under-thigh and back support as well.

<img alt="2016 Skoda Superb Engine" class="alignnone size-full wp-image-67008" src="/uploads/2016/03/new-2016-skoda-superb-engine.jpg" style="width: 642px; height: 336px;" />

Engine and Gearbox

The Skoda Superb L&amp;K we drove was the diesel model powered by the same 2.0 litre, four cylinder turbo diesel engine that served its predecessor. The unit develops 174bhp between 3,600 and 4,000 rpm along with 350Nm of torque between a handy 1,500 – 3,500 rpm. Power delivery is carried out to the front wheels via a six-speed DSG automatic gearbox like earlier.

The wide powerband of the engine gives the new Superb good drivability and a strong mid-range. The unit gets multiple drive modes and feels rather comfortable in Normal mode, the gearbox will hold gears longer in sports mode but even then there will be times when you will need to toggle the gearlever for faster downshifts when you really want to get going. And even here, I wish shift times where a little quicker to allow you to make those precise overtakes on two lane roads.

Otherwise the engine revs freely for a diesel and power keeps coming in strong post the 4,000 rpm mark but it’s best not to go past the 4,500 rpm mark as the motor will feel strained. Keep the engine between 2,000 and around 4,200 rpm and you will be rewarded with potent acceleration.

<img alt="Skoda Superb Rear Three Quarter Dynamic" class="alignnone size-full wp-image-67015" src="/uploads/2016/03/new-2016-skoda-superb-rear-three-quarter-dynamic.jpg" style="width: 642px; height: 336px;" />

Ride and Handling

The new Skoda Superb is based on the VW group’s MQB platform that makes it lighter than the outgoing model. The new model is longer, wider, taller and has a longer wheelbase than the second gen model. The car is underpinned by McPherson strut front suspension and a multi-link setup at the rear.

The car has been raised for India and the ride feels more cushioned than earlier, it completely dismisses road undulations off tarmac as we experienced while driving over some dirt roads in Coorg. On tarmac too, the ride is well cushioned, but the flip side is that it has lost some of the sharp handling traits of the previous model. Of course, this is going to go down well with buyers who are likely more often to be plonked on the rear seat of this saloon.

The steering feels rather light in ‘Normal’ drive mode and offers little in terms of feedback, engage sports mode and the steering weighs up to give you a more direct feel, although steering feedback as expected from an electronic unit is still not the best.

Nevertheless, driving down the winding and scenic roads of Coorg allowed me to explore the potential of the new Superb’s chassis, suspension, steering and brakes of the car. Like earlier, the new model too belies its size on the road as body control for such a long car is excellent, you can chuck it into corners and the chassis and suspension ensure agility that allows you to carry a fair bit of speed, the steering makes for predictable inputs allowing you to explore the dynamic limits of the car. The new Superb gets disc brakes all around which provide good bite and feel further enhancing the confidence of the car.

<img alt="Skoda Superb Front Dynamic" class="alignnone size-full wp-image-67009" src="/uploads/2016/03/new-2016-skoda-superb-front-three0quarter.jpg" style="width: 642px; height: 336px;" />

Verdict

The third generation Skoda Superb not only feels like a grown up version of its predecessor as a larger car that offers all the comfort of the previous gen model while pushing the envelope to make journeys a more comfortable experience for occupants. While it feels more grown up on the inside, it looks younger on the outside thanks to a more angular design that gives it a fresh and somewhat athletic appeal.

It has lost some of the sharpness on the driving front in order to make for a more plush product overall and you can’t really go against that as it suits its overall characteristic.

Like earlier, the new car too is very well equipped (with the exception of a built in navigation unit), offers a phenomenal amount of in-cabin space and is priced very attractively at Rs. 23.83 lakh to Rs. 30.85 lakh (ex-showroom Delhi), making it a very attractive proposition for those looking for a luxury saloon experience.

[tabs] 
[tab title="Skoda Superb&nbsp;2.0 TDI"]

Engine:&nbsp;1,968cc / In-line 4-cylinders / Turbocharged

Fuel:&nbsp;Diesel

Transmission:&nbsp;6-Speed DSG Automatic / Front Wheel Drive

Power:&nbsp;174bhp @ 3,600 - 4,000rpm

Torque:&nbsp;350Nm @ 1,500 - 3,500rpm

Front Suspension: McPherson Strut

Rear Suspension:&nbsp;Multi-link independent suspension

Front Brakes: Discs

Rear Brakes: Discs

Tyre Size:&nbsp;215/55 R17

[/tab]

[/tabs]

Skoda Superb Review, First Drive

For 2016, Skoda has launched the third-generation of the Superb. With a design that's sharper, sleeker and perhaps a step up in elegance, the Superb has redefined luxury in the full-size sedan segment. Here's our first impressions.

Skoda Superb [2016-2019] price starts at ₹ 2599599. Check specifications, features, mileage, colours, variants, images, FAQs, news, reviews, and videos.

Skoda Superb Sportline India launch soon

Skoda Superb plug-in hybrid to arrive in 2019

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Skoda

Skoda Superb [2016-2019]

I have since 1 year

I am extremely delighted with my car. I am a bachelor, and don't need such a big car, but since I had the budget and liked its design, I decided to purchase it. It is super luxurious. &nbsp;

Best Skoda design

The previous model of the Superb was very ugly. The new car looks very sleek and beautiful. I feel that Skoda is designing very good cars, including Kodiaq and Karoq.

RightHandDriving

1968 CC

1798 CC

Skoda Superb to arrive in 'Sportline' variant in India.

Skoda Auto India’s official website has listed&nbsp;a new model of the Superb confirming that the Superb Sportline will be launched soon.

Following the arrival of the Octavia RS in 2017, Skoda will introduce a sportier version of the Superb in India with cosmetic and some mechanical upgrades.

The Superb currently comes with a 1.8-litre TSI petrol engine tuned to develop 175bhp mated to a 7-speed DSG gearbox or an option of 177bhp with a 6-speed manual. While the diesel offering is a 2.0-litre TDI engine that churns out 175bhp and only comes with a 6-speed DSG transmission. The Sportline would come with the same engine options, albeit, only with automatic transmissions.

With the Sportline trim, the European-spec Superb is equipped with mostly cosmetic upgrades. Special styling touches include a blacked out gloss finish front grille, accents around windows, outside rearview mirrors and a small rear lip spoiler on the hatch. The headlamps are also darkened to give it a sportier look. The Sportline trim also gets bespoke 18-inch alloy wheels. An option of 19-inch rims will also be available.

The all-black interior of the Superb Sportline gets sports seats, aluminium pedals and a leather-wrapped steering wheel. Additionally, the infotainment system also features a lap timer. All of this is topped off with a red stripe running across the dash and door panels.

We expect the Superb Sportline to be priced around the Rs 30 lakh mark and interested buyers and register their interest on the Skoda India website as of now.

Skoda Superb to arrive in 'Sportline' variant in India. Skoda Auto India’s official website has listed a new model of the Superb confirming that the Superb Sportline will be launched soon.

Skoda has revealed the launch timeline for its hybrid cars and electric vehicles (EVs).

<meta charset="utf-8" />

Like its parent company, the Volkswagen Group, Skoda is committing itself to a greener, electrified automotive future. The Czech-based company going to produce models that run purely on electricity at its&nbsp;Mlada Boleslav site.

As of 2019, the brand will also be manufacturing electrical components for plug-in hybrids for several Volkswagen Group brands. Skoda’s first electrified series model - the plug-in hybrid Superb, will be launched in 2019, which will roll off the company’s Kvasiny plant production line. Mlada Boleslav will then manufacture the first purely battery electric model in 2020. At the Shanghai Auto Show 2017, Skoda presented its vision of electric and autonomous driving with the Vision E concept (pictured below).

<img alt="skoda vision e" src="/uploads/2017/11/skoda-vision-e.jpg" />

“Skoda's future will be electric," said CEO Bernhard Maier. "By 2025, we plan to offer five purely electrically powered models in various segments. We are pleased that the first all-electric Skoda will be built in the Czech Republic. This decision underlines the Group’s confidence in the Skoda workforce. This is an important step for the future of the Skoda brand and the Czech Republic as an automotive location”.

When will Skoda bring its electrified range to India is not yet known. Presently, Skoda India is said to be working with VW India on a cost-effective platform, which will underpin the group’s future mass market models, which include replacements for Skoda’s Rapid and VW’s Polo &amp; Vento.

Skoda has revealed the launch timeline for its hybrid cars and electric vehicles (EVs). Like its parent company, the Volkswagen Group, Skoda is committing itself to a greener, electrified automotive future.

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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.

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

[/tab]

[/tabs]

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

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

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