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Tata Motors Limited was once known as TELCO, and began production of commercial vehicles in 1954, after having collaborated with Daimler-Benz AG. However, the partnership came to an end in 1969. With the launch of the Tata Mobile in 1988, Tata Motors made its foray in the passenger vehicle space. Tata later launched the Sierra in 1991, followed by India’s home-grown passenger car – the Indica, in 1998. Ten years later, in 2008, Tata gave the country the world’s cheapest car, the Nano, priced at 1 lakh rupees only.

<hr />
Having established itself in the commercial vehicle space, Tata emerged as a favourite among the masses. Tata car models like the Sumo and Indica became the volume drivers, thanks to their huge demand in the cab and taxi businesses as well as private car market initially. The Safari found its way into the hearts of the Indian elites and quickly became the preferred vehicle for numerous government personnel and their motorcades.

Tata currently has a pretty strong model portfolio in India, and it begins with the Tata Tiago, Tiago NRG, Tigor, Safari Storme, Altroz, Nexon, Sumo Gold, Hexa and Harrier for the cars. Tata Motors India has its headquarters set up in Mumbai, while it produces vehicles in places like Gujarat, Maharashtra, Uttar Pradesh and Uttarakhand.

As of May 2018, Tata Motors was among the top five carmakers in India (as per market share), with more than 6,600 sales and service touchpoints across the country. With the success of recent models such as the Nexon and Tiago, allTata cars, in future, are also expected to gain more market traction, giving Tata a stronger foothold among competitors. With their excellently designed products and great value-for-money quotient for the price, Tata motors have garnered respectable attention among masses over these years.

With every manufacturer focussing on developing electric vehicles, Tata Motorstarted this journey with the Nexon EV, which took the other EVs by storm thanks to its terrific pricing. Tata Electric cars are expected to increase in numbers in the coming years, all of those will be powered with the company's Ziptron technology.

Tata cars in India start at 7.79 Lakh and go up to  26.04 Lakh. Check the latest models, price lists, interiors, mileage, features, and more.

Tata Cars in India | Check All Available Models

This Harrier update gives you more power, an automatic gearbox, a panoramic sunroof &amp; better ergonomics – all the things it should have had in the first place. But, as they say, better late than never! 

Let’s wind back the clock back a couple of years. Tata Motors managed to make a lot of people curiously interested when it unveiled the H5X concept at the Auto Expo 2018. In January the next year, the manufacturer revived this interest by launching the production-spec iteration, called the Harrier, at an extremely competitive price.

And while Tata’s flagship was impressive in terms of value for money, space, and road presence, it did have a few problems – like the absence of an automatic transmission, the need for more power, and some serious ergonomic issues.

Now, Tata has now brought in the 2020 Harrier, which addresses these issues.

<img alt="2020 Tata Harrier Automatic" src="/uploads/2020/03/2020-tata-harrier-automatic.jpg" style="width: 642px; height: 336px;" />

Same ‘ol:

The 2020 Harrier looks identical to its predecessor, except for a few minor changes all around. The bumper is now finished in black, in contrast to the silver-finish of the faux skid plate. The ORVMs have been redesigned and made smaller, and there’s a new set of diamond-cut alloy wheels. Chrome elements all around the car add a sense of contrast, especially in the calypso red shade. The rear of the Harrier remains more or less unchanged.

The interior of the Harrier is not very different from the model that was launched last year. The overall layout of the dashboard remains the same – it still has a 7.0-inch TFT display and an 8.8-inch central touchscreen. The infotainment screen is intuitive to use but could have been wider.

<img alt="2020 Tata Harrier interior" src="/uploads/2020/03/2020-tata-harrier-automatic-interior.jpg" style="width: 642px; height: 336px;" />

There are a few small changes, which, interestingly, have done wonders in improving the overall ergonomics of the car. For instance, in the 2019 Harrier, the USB port under the climate control was tucked in too far below the centre console. Fortunately, now it has been brought forward, making it easy to use without contorting your body. There are also two more USB ports – one in the central armrest and another for the rear passengers.

The Harrier now also gets a panoramic sunroof, which makes the cabin feel airy. The massive ORVM on the last year model really hampered visibility from the driver seat, but the smaller one on the 2020 iteration has addressed the issue. Other changes include an electrically adjustable driver’s seat and auto-dimming IRVM. In terms of space and comfort, the new Harrier continues to be as impressive as the model before it.

Power up:

The 2020 Harrier has the same 2.0-litre diesel engine as before, however it has been updated to meet BS-VI norms. The bigger change, however, is in its power output. While the outgoing model made 138bhp, the new one makes 30 horses more.

The torque rating remains unchanged at 350Nm. The initial turbo lag is still noticeable, but once past that, the car pulls strongly and cleanly in its mid-range. In terms of outright acceleration, the Harrier feels quicker and is more comfortable than before in maintaining high speeds.

The new Harrier also has a Hyundai-sourced 6-speed torque converter. In drive mode, the shifts are quite smooth as long as you are driving sedately – It doesn’t like to be rushed. While driving aggressively, you do feel the need for quicker shifts. Driving in manual mode is marginally better, especially during upshifts. But, then, in this case, shifts through the lever feel quite rubbery.

<img alt="New Tata Harrier Automatic" src="/uploads/2020/03/new-tata-harrier-automatic-review1.jpg" style="width: 642px; height: 336px;" />

We also got a chance to drive the 6-speed manual variant. And the first thing you notice about this one is the extreme lightness of the clutch. The gearbox shifts smoothly, and throws are short and precise. In fact, it puts the power down a lot better than the automatic and, in that sense, it does more justice to the increased output.

In terms of ride quality, the 2020 Harrier feels exactly like the old one. It tackles undulations and broken tarmac with great poise, especially when you are driving at high speeds. At lower speeds, you do feel some jerks and shudders inside, and sometimes, they are accompanied by a cringe-worthy thud.

Although around corners, the overall body control is good, the steering does steal some of the fun. It weighs up nicely, but there’s a sense of vagueness to it – which takes away some of the confidence. Plus, the braking performance could have been better.

In addition to the front airbags and ABS with EBD, the Harrier also gets ESP as standard. While the Harrier does have a long list of safety features, we can’t help but wonder why it hasn’t been put through an NCAP test, especially when the newly launched Altroz has already been tested.

<img alt="2020 Tata Harrier Automatic Rear Three Quarter" src="/uploads/2020/03/2020-tata-harrier-automatic-rear-three-quarter.jpg" style="width: 642px; height: 336px;" />

Better than before?

The 2020 Harrier is a good example of how small things can make a huge difference. Repositioning the USB port, the smaller ORVMs, and the addition of a sunroof and an electric IRVM are a sign that Tata is listening keenly to its customers, which is a great thing.

As far as the engine goes, the 170bhp tune is definitely a better fit for this car, especially with the manual transmission. The automatic does well in city conditions, but when driving aggressively, the shifts seem to lack urgency. Overall, however, all the changes to the 2020 Harrier signal a step forward in the right direction. And there’s no doubt that the new Harrier makes a stronger case for itself than the old one.

[tabs]

[tab title="2020 Tata Harrier"] 
Engine: 1,956cc / 4 cylinder / 16-valves / turbocharged &nbsp;

Transmission: 6-speed AT and MT / Front-Wheel Drive

Fuel: Diesel

Power: 168bhp @ 3,750rpm

Torque: 350Nm @ 1,750-2,500rpm

Price: ₹18.85 lakh (MT) and&nbsp;₹20.15 lakh (AT)&nbsp;(Ex-Showroom)

X-Factor: Changes in all the right areas iron out the chinks in the Harrier’s armour and make it a much better buy than before. 

Pros 
•&nbsp;&nbsp; &nbsp;Improved ergonomics 
•&nbsp;&nbsp; &nbsp;Light clutch action 
Cons 
•&nbsp;&nbsp; &nbsp;Braking performance 
•&nbsp;&nbsp; &nbsp;Vague steering

&nbsp;

[/tab]

[/tabs]

https://www.youtube.com/watch?v=7lhuuWuFm5c

Also Read:

<a href="https://www.autox.com/news/car-news/automatic-suvs-spec-comparison-2020-tata-harrier-vs-new-hyundai-creta-vs-kia-seltos-vs-mg-hector-107446/">Automatic SUV spec comparison: 2020 Tata Harrier vs New Hyundai Creta vs Kia Seltos vs MG Hector</a>

<a href="https://www.autox.com/auto-show/auto-expo-2020-bs6-tata-harrier-launched-at-rs-1369-lakh-107243/">Auto Expo 2020: BS6 Tata Harrier launched at Rs 13.69 lakh</a>

2020 Tata Harrier Review: First Drive

With the 2020 Harrier, Tata Motors seems to have ironed out all the rough edges around its flagship SUV by adding more ponies to the previously-underpowered engine, equipping it with an automatic gearbox, and including some segment-must features. Here's what it's like.

When <a href="https://www.autox.com/new-cars/tata/">Tata Motors</a> completed the acquisition of <a href="https://www.autox.com/new-cars/jaguar/">Jaguar</a> <a href="https://www.autox.com/new-cars/land-rover/">Land Rover</a> in 2008, the first question that popped up in everyone’s mind was – will we now see a Land Rover in Tata clothing or rather metal sheets? Well, after years of brainstorming, planning and changing platforms from the Freelander to the current Discovery Sport, Tata showcased their new beast, the H5X Concept, now known as the <a href="https://www.autox.com/new-cars/tata/harrier/">Harrier</a>, at the 2018 <a href="https://www.autox.com/news/car-news/auto-expo-2023-mifa-9-electric-mpv-showcased-in-india-check-details-here-112221/">Auto Expo</a>, giving us a glimpse of what we can expect in the future from the Indian manufacturer. No doubt the Harrier is the most talked about <a href="https://www.autox.com/suv-cars-in-india/">SUV</a> of this year, and therefore, we flew to Jodhpur,&nbsp;brimming with anticipation, to drive this SUV to Khimsar – a village situated at the edge of the Thar desert – and back. So, let’s find out how it performs in real-world conditions.

<img alt="Tata Harrier Back View" src="/uploads/2018/12/683A7983.jpg" />

If you’ve got it, flaunt it

The H5X concept was undoubtedly stunning, and thankfully Tata Motors has retained most of its design DNA in the Harrier, making it a very good-looking SUV. In fact, it comes across as the next-generation <a href="https://www.autox.com/new-cars/land-rover/discovery/">Land Rover Discovery</a>, especially in Calisto Copper colour. What stands out is its nose’s unique design, which is divided into three different layers. The first section is the sleek looking DRLs housed along with the all-black mesh grille. Below that are the chunky projector headlamps along with the fog lights, and then the lower lip of the bumper comes with a faux skid plate, adding enough brawn to the SUV. Coming to the side profile, you can notice flared wheel arches, not unlike the Nexon, which gives the SUV an imposing road presence. The bold creases cutting across the doors, from the A-pillar all the way to the floating C-pillar and then merging into the LED tail lights, are hard to miss and add to its overall presence. Speaking of the C-pillar, it also gets a chunky silver insert with Harrier inscribed on it – quite a neat touch indeed. The Harrier is paired with 17-inch, 5-spoke alloy wheels, which do look slightly small. It could’ve done with 18-inch rims like its rivals – the <a href="https://www.autox.com/news/car-news/jeep-compass-meridian-club-edition-launched-at-rs-2099-lakh-in-india-112421/">Jeep Compass</a> and the <a href="https://www.autox.com/new-cars/mahindra/new-xuv500/">Mahindra XUV 500</a>. Personally, from the rear, I think the Harrier looks very similar to the Discovery, but not as chunky and squarish though, which is a good thing. The piano black strip in between the taillights adds a sporty touch to the boot. The Harrier comes with logo projection lamps – which reminds you of the <a href="https://www.autox.com/news/car-news/mahindra-xuv500-will-be-temporarily-discontinued-after-the-launch-of-xuv700-109293/">XUV 500</a> – placed beneath the outside rear-view mirrors, which is quite practical as it illuminates the floor.

<img alt="Tata Harrier Dashboard " src="/uploads/2018/12/683A7788.jpg" />

Living in opulence

Open the door, and the cabin reveals Tata’s rising tide in affluence. what attracts your attention instantly is the massive 8.8-inch infotainment touchscreen. It looks gorgeous and is intuitive. However, with thick bezels on the sides, it does look a bit small. An edge-to-edge display like current flagship smartphones would have made it even better. The dual coloured dashboard comes with oak wood finish and silver inserts below, while the top section is black plastic. The top-of-the-line Harrier also comes with a leather-wrapped steering wheel and gear knob as well as dark brown leather upholstery. The plastic quality is decent but not as good as,&nbsp;say, the Hexa, which feels a lot more upmarket. Tata Motors has tried to think out of the box by replacing the traditional handbrake with an aeroplane like pull lever. To be honest, we prefer the tried and tested handbrake, but it’s all about getting used to it. The Harrier comes with plenty of cubby holes apart from some smart storage like stowage tray in the glove box, mobile holders along with umbrella holder and bottle holders on the doors. Apart from cupholders in the front and in the rear armrest, the storage box between the driver’s and front passenger’s seats doubles up as a cool box.

Tata has given a lot of importance to passenger comfort, and that’s why they decided to ditch their original plan of using the erstwhile Freelander’s platform (2,650mm) and opted for the current Discovery Sport’s longer 2,741mm wheelbase. There’s plenty of leg and shoulder room in the cabin. But, with three adults sitting in the back, it can be a tight squeeze, as the transmission tunnel creates a hump on the floor. You may ask why the floor isn’t flat, as the Harrier is a front-wheel drive? Now that’s a pertinent question, but as it uses the Discovery Sport’s platform, which comes with a built-in tunnel, as it offers a no-nonsense four-wheel drive system, the Harrier is stuck with the same design. This also gives Tata in the future an option to introduce a 4x4 version of Harrier. Another thing worth mentioning is the well-designed seats, which provide adequate cushion and support for the back, but the seat squabs could have been bigger, as it lacks under-thigh support.

<img alt="Tata Harrier Front View" src="/uploads/2018/12/683A8005.jpg" />

Behind the wheel

The Harrier is powered by the same <a href="https://www.autox.com/2000cc-cars-in-india/">1,956cc</a> turbocharged diesel engine as the <a href="https://www.autox.com/new-cars/jeep/compass/">Compass</a>. Why source the engine from Fiat when they have JLR’s 2-litre diesel Ingenium engine? As everything comes down to brass tacks, it would’ve been very expensive for <a href="https://www.autox.com/new-cars/tata/">Tata</a>, as this engine isn't made in India unlike the Fiat motor, which is manufactured at the Ranjangaon plant. Unlike the <a href="https://www.autox.com/new-cars/jeep/">Jeep’s</a> output of 170bhp, Tata has detuned this powerplant to 138bhp, as they wanted it to be fuel efficient. Consider that the Harrier weighs 1,675kg, making it 138kg heavier than the Compass, we began the drive with a bit of scepticism towards its performance. As I pressed the ignition button, the engine came to life. Slotting the 6-speed manual transmission, also sourced from the Fiat, to first gear, the Harrier cautiously built up speed. I straight away noticed that it wasn’t quick off its heels. Now like the <a href="https://www.autox.com/new-cars/hyundai/hexa-space/">Hexa</a>, this new SUV also offers three drive modes – Eco, City and Sport. As we were driving in City mode, we expected it to show a bit more urgency, especially at slow speeds. And then I switched to Sport mode and never looked back after that. The throttle response felt peppier, as the Harrier was more than happy to zip pass other vehicles on the road. On the highway, it was cruising over the three-figure mark and felt very much at home. As the turbo lag was also down to minimal, the Harrier never felt like it was suffering from a power surge. In Sport mode, and with the aid of the first two gears, which have short ratios, the acceleration was quicker, unlike in other modes, where it felt lethargic.

As mentioned earlier, the Harrier is based on the Discovery Sport’s platform, but unlike the Land Rover, the Tata SUV doesn’t get rear independent suspension system, as this helped the company keep the cost down. The semi-independent system did a decent job and ensured that the Harrier provided a lush ride quality over broken roads, but it was a slightly firm for the rear passengers as they could feel the thud and the bump at times.

Unfortunately, we drove on predominantly straight roads, therefore, we can’t really comment too much on the Harrier’s handling capabilities, but as it’s based on a monocoque chassis, it felt more agile and lighter than its bigger sibling&nbsp;– the Hexa.

A hit or a miss?

There are many things that go in favour of the new Harrier, starting from its contemporary and fresh looks. The Discovery Sport’s chassis ensures good driving dynamics and, at the same time, it offers a comfortable ride. The cabin is spacious and well designed. The Harrier, like most modern vehicles, comes fully loaded with features like 6 airbags, ESP, ABS, traction control, ESC and ISOFIX anchor points. It also comes with three ESP terrain response modes – Normal, Rough and Wet. As good as this new SUV is, it does have a few some rough edges. For instance, high NVH levels as well wind noise, and access to the USB port tucked underneath the climate control can be challenging for most. Also, instead of using disc/drum brakes combination, Tata could’ve simply used all discs. So, in short, it comes down to its pricing – if the Harrier is priced competitively, it’s likely to give its competition a good run for their money.

&nbsp;

[tabs]

[tab title="Tata Harrier "]

Engine:&nbsp;1,956cc / 4-Cylinders / 16 Valves / Turbocharged

Fuel:&nbsp;Diesel

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

Power: 138bhp @ 3,750rpm

Torque: 350Nm @ 1,750-2,500rpm

&nbsp;

X-Factor:&nbsp;The Tata SUV that we’ve all been waiting for lives up to the hype – but only just. Expect more variants of the Harrier in the near future.

<table cellpadding="1" cellspacing="1">
	<tbody>
		<tr>
			<td>
			Pros &nbsp;&nbsp; &nbsp;&nbsp;&nbsp; &nbsp;&nbsp;&nbsp; 
			•&nbsp;Courageous design 
			•&nbsp;Spacious cabin
			</td>
			<td valign="top">
			Cons 
			•&nbsp; Engine noise 
			•&nbsp; No automatic option
			</td>
		</tr>
	</tbody>
</table>

[/tab]

[/tabs]

https://www.youtube.com/watch?v=7MhO7mhPvps

Tata Harrier Review, First Drive Impressions

The 2018 Auto Expo was a big one for Tata Motors. Amidst a range of new alluring concepts, one that made the most headlines was the H5X concept, a Land Rover in Tata clothing. We flew over to Jodhpur, to drive the colossal Tata Harrier. Full review here.

Tata Harrier [2019-2023] price starts at ₹ 1479900. Check specifications, features, mileage, colours, variants, images, FAQs, news, reviews, and videos.

Tata Harrier launched in India at ₹ 12.69 lakh

Tata reveals architectural details of the upcoming Harrier

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Tata

Tata Harrier [2019-2023]

Top Desi SUV

4 star as such a big suv should provide all disc brake and improvement in clutch is very urgent improvement.

RightHandDriving

1956 CC

Priced between ₹&nbsp;12.69 lakh and ₹ 16.25 lakh, the Harrier will compete against the Jeep Compass, Hyundai Creta and the likes.

After a long wait, Tata has finally launched the Harrier today. The car is now on sale in four variants and is priced starting ₹ 12.69 lakh. Bookings for the Harrier had commenced last month for a token amount of ₹&nbsp;30,000.

Tata first gave us a glimpse of the Harrier, in concept form, H5X, at the 2018 Auto Expo. Based on the same D8 platform as the Land Rover Discovery Sport, the Harrier is only on sale with a Diesel engine. It gets the same Fiat-sourced 2.0-litre motor as the Jeep Compass. In this SUV, however, it makes just 138bhp and 350Nm. Tata has only launched the Harrier with a manual transmission as of now - an automatic may come at a later stage.

<img alt="Tata Harrier prices" height="" src="/uploads/2019/01/WhatsApp-Image-2019-01-23-at-12-42-31-PM.jpeg" width="" />

With regards to design, the Harrier looks quite identical to the concept. Up front, it has the wide honeycomb grille and sleek looking DRLs on either side. Headlights are uniquely shaped and positioned on the bumper. The Harrier looks absolutely stunning from the back. The broad stance and the single stretched LED taillight gives it a sharp look.

The dashboard looks premium and is dominated by a large 8.8-inch infotainment screen with Apple CarPlay and Android Auto connectivity features. For the infotainment system, the Harrier gets a nice 7.0-inch display. The Harrier comes loaded with safety features too.

Tata enters the premium space with the Harrier and it will compete against the likes of the Jeep Compass, Hyundai Creta and the Mahindra XUV500. You can find out how the <a href="https://www.autox.com/reviews/car-reviews/tata-harrier-review-first-drive-105119/">Harrier drives in our First Drive review</a> and can take a look at how it <a href="https://www.autox.com/news/car-news/tata-harrier-vs-hyundai-creta-vs-jeep-compass-vs-mahindra-xuv500-spec-comparison-105116/">compares against its chief rivals in our spec comparison</a>.&nbsp;

Here's a variant-wise price breakup of the Tata Harrier (all prices mentioned below are ex-showroom figures).

<table border="1" cellpadding="1" cellspacing="1" style="width: 500px;">
	<tbody>
		<tr>
			<td>Variants</td>
			<td>Prices</td>
		</tr>
		<tr>
			<td>XE</td>
			<td>₹&nbsp;12.69 lakh</td>
		</tr>
		<tr>
			<td>XM</td>
			<td>₹&nbsp;13.75 lakh</td>
		</tr>
		<tr>
			<td>XT</td>
			<td>₹&nbsp;14.95 lakh</td>
		</tr>
		<tr>
			<td>XZ</td>
			<td>₹&nbsp;16.25 lakh</td>
		</tr>
	</tbody>
</table>

&nbsp;

https://www.youtube.com/watch?v=7MhO7mhPvps

&nbsp;

The high-anticipated Tata Harrier has hit the showroom floors with some cracking prices. Now, what is left to see is whether Tata's new flagship SUV can disrupt the segment with its premium looks and reliable performance.

As a run-up to its launch in 2019, Tata Motors has revealed some details about the underpinnings of the upcoming Harrier.&nbsp;

Tata Motors, in its latest video release, has revealed significant details about the upcoming Harrier's skeletal framework, that is, about its chassis and platform. Those keeping a close eye on the much-awaited Harrier will know that it is built on Tata's new OMEGARC&nbsp;(Optimal Modular Efficient Global Advanced Architecture)&nbsp;platform which is a derivative of Land Rover's D8 architecture and has been jointly&nbsp;worked upon with JLR.

<img alt="Tata Harrier Platform and Chassis" height="336" src="/uploads/2018/09/Harrier-Platform-1.jpg" width="642" />

Based on the facts presented in the video, Tata has aimed at providing the Harrier with combined driving dynamics to tackle urban and rough road environments with equal ease. This has been achieved by introducing optimised&nbsp;torsional and bending stiffness. Also, Harrier's architecture further comprises of auxiliary&nbsp;isolation panels in order to achieve enhanced NVH refinement. This will further&nbsp;help in providing better cabin isolation.

<img alt="Tata Harrier Platform and Chassis front quarter" height="336" src="/uploads/2018/09/Harrier-Platform-3.jpg" width="642" />

Keeping in mind the driving dynamics attributed to Land Rovers, the characteristics borrowed from the&nbsp;D8 platform will also provide the Harrier with similar levels of rigidity and strength. However, cost-reducing measures are likely to introduce more steel into the mix as a replacement&nbsp;for some of the aluminium bits.&nbsp;As for safety, the OMEGARC platform is claimed to employ an efficiently designed crumple zone. For a heart, expect the <a href="https://www.autox.com/reviews/car-reviews/tata-harrier-review-first-drive-105119/">Tata Harrier</a> to be powered by the Fiat-sourced 2.0-litre, four-cylinder, MultiJet II diesel engine seen on the Jeep Compass.&nbsp;

https://www.youtube.com/watch?v=4lZsMkFNiyw

&nbsp;

Read more:

<a href="https://www.autox.com/news/car-news/tata-harrier-name-confirmed-for-production-spec-h5x-104121/">Tata Harrier name confirmed for production-spec H5X</a>

Tata design head explains the Tata H5X concept in detail | Interview | Auto Expo 2018

As a run-up to its launch in 2019, Tata Motors has revealed some details about the underpinnings of the upcoming Harrier. Tata Motors, in its latest video release, has revealed significant details about the upcoming Harrier's skeletal framework, that is, about its chassis and platform.

This Lamborghini Urus Gets a Batmobile-Style Bulletproof Upgrade by Rezvani

Kia Carens Clavis Vs Hyundai Alcazar Spec Comparison: What's Different?

Jeep Meridian Updated with More Powerful 197bhp 2.2-Litre Diesel Engine in Brazil

Triumph Scrambler 400 X Gets Free 10-Year Warranty Coverage Till May End

Skoda Enyaq RS SUV Revealed with Improved Aero and Bigger Battery Pack

Tata Altroz Facelift Unveiled with Styling and Feature Updates Ahead of India Launch

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.

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Also Read:&nbsp;<a href="https://www.autox.com/news/car-news/new-honda-amaze-basic-signature-and-utility-accessory-packages-explained-whats-different-119309/">New Honda Amaze Basic, Signature, and Utility Accessory Packages Explained: What's Different</a>

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

Now, the new Amaze, referred to by the company as the third-generation model, is based on the outgoing second-generation model, with some additional structural reinforcements. The wheelbase remains unchanged, and the side profile looks almost identical to its predecessor. The only noticeable changes are at the front and the rear. While wheels now get a machined design, it doesn't significantly alter the overall side appearance of the car.&nbsp;

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

The front has undergone a complete redesign, taking inspiration from the Elevate. Features such as a mesh front grille with a flatter design and headlamp clusters show clear SUV influences. Additionally, the revised bumper also includes redesigned fog lamp housings. Moving to the back, you might be surprised by how much it resembles the Honda City, especially with the new 3D LED tail lamp clusters. In fact, if you are driving behind the new Amaze at night, you could easily mistake it for the City. The rear design is neat and clean, with no unnecessary elements.

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

Overall, while the third-generation Honda Amaze resembles the second-generation model, it combines the Elevate’s front styling with the City’s rear look. Despite the limited attractiveness in the sub-compact sedan market, it remains arguably the best-looking option available in India, offering a proper three-box design characteristic of a true sedan.

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

Inside, you may not immediately notice the changes, for the cabin layout is familiar. However, there are quite a few updates, like the newly designed dashboard, with an 8-inch floating touchscreen infotainment system. This setup supports wireless Android Auto and Apple CarPlay, which is pretty cool. Below the infotainment, you'll find HVAC controls taken from the Elevate.&nbsp;What's great here is that everything has proper physical buttons, especially for the infotainment shortcuts.

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

I really like the presence of physical controls, for it means you don't have to take your eyes off the road as much while driving. The dashboard’s design has been refreshed too, featuring a sleek dual-tone look with an aluminium strip, which adds a nice touch. While the beige part might seem soft to the touch, it’s actually hard plastic. While there are hard plastics all around the cabin, they look and feel decent overall. The flimsy central console in the old Amaze was a big annoyance, but that’s been fixed in this new version. The touchscreen works well and connects effortlessly to your smart devices, with both Android Auto and Apple CarPlay. Plus, the interface is simple and user-friendly. For device charging, the Amaze includes two USB ports up front, a 12V socket in the front and rear, and a handy wireless charging pad. A nice feature of the charging pad is that you can turn it off with a dedicated button. It would’ve been nice if Honda had included a Type-C port too, since most new smartphones use Type-C cables nowadays.

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

The steering wheel looks like it has been lifted from the Honda City but without the leatherette feel. Still, it’s loaded with controls for the infotainment, ADAS features, and the info display on the new instrument cluster, which feels pretty City-like. The cluster has a 7-inch TFT display for all the important info, along with a traditional needle for speed. The seats have been given a bit of a makeover with better bolstering, but the cushioning and fabric remain the same as before, even in the higher trims. They’re quite comfortable, though. Space management has always been a top highlight of the Honda Amaze, and the new model just adds to it. It's been widened slightly, adding extra room for rear-seat passengers and more boot space.

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

Space was never an issue with the Amaze; it easily fits four adults and up to five mid-size suitcases. You might wonder why there’s a problem fitting a fifth person, and that's because the Amaze finally comes with rear AC vents, which were much needed. However, those centrally-mounted vents can make legroom a bit cramped for the person sitting in the middle at the back. On the bright side, the cabin now cools down faster and better than before.

<h2>Drives Differently?</h2>

The driving experience of the third-generation Honda Amaze is again not a complete departure from the outgoing version, especially in terms of ergonomics. That, however, was not even a problem in the previous iteration. The steering wheel, driver seat, and foot pedals are excellently positioned, instantly offering you a comfortable driving posture. Coming to the drivetrain, the same 1.2-litre four-cylinder i-VTEC petrol engine is the sole option here, and it continues with the same 5-speed manual and CVT automatic gearbox options to choose from in all three trim levels. While most other brands have shifted to more economical three-cylinder configurations, the Amaze still offers the four-cylinder configuration, but the good thing is that it's slightly more refined. Now, we expected Honda to add a bit more punch to this drivetrain, but unfortunately, that's not the case. It continues to deliver about 89 horsepower and 110Nm of torque. Now, the power output here is pretty adequate for this kind of setup, but the torque could have been improved. Honda says that they have altered the tuning of the engine as well as of the gearbox a bit, but we didn't quite feel the changes. The engine still sounds strained when you press hard on the throttle pedal, but you don't quite feel inside the cabin, perhaps, because the overall structure is now more strengthened. Honda also seems to have reworked the insulation of the Amaze, for it filters out the engine noise and road harshness more effectively, offering a slightly quieter ride experience than before.

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

Now, coming to the gearbox, we drove the CVT version of the new Honda Amaze. This is probably the only car on the market with the smoother CVT gearbox, as most of the competition has shifted to AMTs, with the fun of paddle shifters whenever you need a manual downshift for overtakes or engine braking.

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

One thing that I was expecting in the new Amaze was a better suspension setup. However, it feels more or less the same as that of the outgoing model. The softer setup of the car gobbles all the road undulations without any hiccup at low speeds, but the high-speed damping and the stability beyond three-digit speeds remain questionable. Maybe that's another reason Honda is not even offering any more powerful drivetrain options. To be honest, this setup is near perfect for your daily city commutes as well as some occasional short weekend escapes, especially considering the enhanced safety kit of the new Honda Amaze.

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

Honda has enhanced the structure of the Amaze by incorporating 45 per cent high-tensile steel, reflecting their commitment to safety. The vehicle comes equipped with a range of safety features, including six airbags, ABS with EBD and Brake Assist, rear parking sensors, Hill Start Assist, Vehicle Stability Assist (VSA) with Electronic Stability Control, Traction Control, and ISOFIX-compatible rear seats. Additionally, all five passengers have access to seatbelts and head restraints, starting from the base V grade. The mid-level VX grade adds a rearview camera and a Lane Watch system, which provides a view of the side lane on the infotainment screen when the turn indicators are activated. This feature is particularly useful, as it helps minimise blind spots when changing lanes or directions.

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

The standout feature of the new Amaze is in the top-end ZX grade, which starts at Rs 9.67 lakh (ex-showroom) for the manual transmission variant. It is now the most affordable car in India to offer an Advanced Driver Assistance System (ADAS) package. It includes Honda Sensing technology, which, in the Elevate SUV,&nbsp;has previously performed well in tests. This camera-based system includes features such as Collision Mitigation Braking, Road Departure Mitigation, Lane Keep Assist, Adaptive Cruise Control, Lead Car Departure Notification, and Auto High Beam. While these features enhance safety during forward motion, there is no ADAS support for reversing.

This is the first time a manufacturer has introduced a level-2 ADAS package in a car priced under ten lakh rupees, which is a significant milestone. Overall, these features contribute to making the Amaze a safer choice compared to many other options on the market. In fact, the Elevate, which uses the same Honda Sensing technology, was one of the top performers in our recent Mega ADAS test.

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

While the platform and drivetrain remain unchanged, we can't truly categorise this as a next-generation version. However, the numerous updates both inside and out, along with the addition of new features, make it much more than just a simple facelift. As mentioned earlier, it is arguably the best-looking car in its segment.

Also Read:&nbsp;<a href="https://www.autox.com/reviews/car-reviews/mega-adas-test-cover-story-exclusive-stories-118393/" rel="bookmark" title="Mega ADAS Comparison Test: Curvv EV vs Seltos vs Elevate vs Verna vs Astor vs XUV700 vs XC40 Recharge">Mega ADAS Comparison Test: Curvv EV vs Seltos vs Elevate vs Verna vs Astor vs XUV700 vs XC40 Recharge</a>

Honda has decided not to offer a base variant this time, perhaps, because&nbsp;sales patterns suggest that most customers opt for either the mid or top variants. For these variants, Honda has packed the new Amaze with features right from the starting point. Although it lacks certain luxury features like a sunroof or an automatic IRVM, it includes all the essentials and offers enhanced safety. Consequently, the Honda Amaze is a great value-for-money offering in the compact sedan segment.

[tabs]

[tab title="Honda Amaze"]

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

Fuel: Petrol

Transmission: CVT / Front-Wheel Drive

Power: 89bhp @ 6,000rpm

Torque: 110Nm @ 4,8000rpm

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

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

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

[/tab]

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