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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

The Nexon Electric is the first truly usable electric car from an Indian manufacturer. But does it have what it takes to be a real pioneer in India?

I really love the enthusiasm with which Tata Motors approaches the market, for it does so with the noblest of intentions. Right from the days of the stylish Tata Sierra, which came way before its time, to the butch and luxurious (for its time) Safari, and from the highly successful Indica to the five-star NCAP-rated Nexon and Altroz, Tata Motors has always punched with all its might when it comes to offering more for your money – even if it sometimes ends up falling short in ironing out the small niggles.&nbsp;

So, in a typical Tata style, the home-grown carmaker has once again beaten everyone to the start line by bringing out the first truly usable Indian electric car – the all-electric Nexon. And, with it, Tata Motors aims to make modern electric cars more accessible to the majority of the car buying population – as the Nexon EV is expected to be priced in the ₹15 – 17 lakh range (ex-showroom). The market launch of the car isn’t too far away, and its prices will be out by the time you read this.

The first usable Indian electric car 
Some may object to that claim, and point out that the Mahindra Reva was India’s first electric car – and that it was even exported to developed nations. But let’s be realistic here! The Reva’s operations were limited at best, given its extremely compact dimensions. And it certainly wasn’t capable of highway driving, without a fair amount range anxiety that is – not to mention its inability to achieve highway speeds to begin with!&nbsp;

This Nexon electric, on the other hand, certainly doesn’t shy away from any terrain that its ICE-powered sibling can conquer. And, like the standard model, it too has a very spacious cabin and a reasonably sized boot.&nbsp;

It’s well built, comes loaded with equipment, including connected car technology with a dual network connection, and also has a decent list of safety features. In short, the Nexon EV doesn’t fall short on any aspect of the modern automobile.&nbsp;

Tata Motors has even gone to the extent of ensuring that the floor of the car isn’t uncomfortably high – because of the battery pack underneath – as a result of which it doesn’t intrude into rear-seat legroom. What’s more, the car comes with an IP67-rated 30.2kWh lithium-ion polymer battery pack, which has a claimed maximum driving range of 312kms. And the power and torque figures of the car are rated at 127bhp and 245Nm, respectively. So, on the face of it, Tata seems to have all the bases covered.&nbsp;

<img alt="Electric Tata Nexon Front" height="336" src="/uploads/2020/01/electric-tata-nexon-front.jpg" width="642" />

In the real world… 
Sure, all the on-paper figures for the Nexon Electric seem very adequate. But, as we all know, the real-world performance of a product is a different ballgame altogether, something that can’t be properly tested without spending some quality time with it. And that’s exactly what we managed to do, albeit only on a short drive – but one that involved varied terrain.&nbsp;

Our drive began from Pune. And, straightaway, I was impressed by the Nexon EV’s performance, as its powertrain offers a very linear driving experience, which makes it very easy to manoeuvre around town.&nbsp;

As expected, the car feels pretty refined as an EV. But, thankfully, the powertrain wasn’t completely devoid of feel – the electric motor emits a nice hum when the car is in motion. There’s also a healthy amount of NVH at city speeds, which keeps you aware of just what’s happening with the vehicle, as well as with your surroundings.&nbsp;

<img alt="Electric Tata Nexon Gear Knob" height="336" src="/uploads/2020/01/electric-tata-nexon-gear-knob.jpg" width="642" />

The only downside of the car, in terms of urban driving, is the lack of poke under sudden acceleration in D mode. You can overcome this by shifting to Sport (S) mode, which makes the Tata Nexon Electric’s performance quite sprightly. However, it’s a little bit too edgy to be driven in S all the time, especially in the city. In short, the gap between D and S driving modes is more than what it ought to be in my opinion.&nbsp;

On the expressway, you need to be in S mode to keep the momentum going. Here again, the Nexon impresses with more than adequate performance and admirable part-throttle response, which truly makes your drive electrifying.&nbsp;

However, the performance tends to taper off as you head past 100km/h, and the car seems unwilling to go past the 120km/h mark. That being said, in terms of real-world performance, I’d have to say that the Nexon EV offers just what you need.

Another thing that we did notice during the test drive was that, after a period of heavy throttle inputs, the powertrain developed a habit of juddering under acceleration – the more intense the acceleration, the more violent the judder. But lower the intensity of your inputs in D mode, and the judder becomes less prominent. While there’s no change in the performance, this is certainly something that needs looking into before the Nexon EV is offered for sale to the public.&nbsp;

I also don’t like the fact that there’s no Park mode for the transmission – it makes parking over steep inclines very risky, for the car remains stationary only because of the handbrake, which is connected to the drum brakes in the rear – and I’m not sure how reliable that would be in the long term, once your rear drums have worn out a little bit.&nbsp;

<img alt="Electric Tata Nexon" src="/uploads/2020/01/electric-tata-nexon-review.jpg" style="width: 642px; height: 336px;" />

Worlds Apart 
The Nexon Electric may appear identical to the standard ICE-powered version of the car, however, the suspension setup has undergone a lot of changes. Tata Motors states that this car now has 50:50 weight distribution between the front and the rear. Overall, the car does feel very-well balanced and it remains planted at even triple-digit speeds.&nbsp;

That said, despite the revised suspension setup, a changed spring and damper rate, and altered torsional rigidity of the chassis, the car’s handling still needs some fine-tuning. Around faster sweeping bends on uphill sections of road, the outside wheel offers adequate traction but the inside wheel struggles to maintain grip, as it doesn’t have enough weight pushing it down onto the road.&nbsp;

And when both wheels are in contact with the tarmac on an uphill bend, the sudden power delivery from the electric powertrain can cause a fair amount of understeer, as the tyres howl for grip even with part throttle inputs.

When you convert a conventional machine into an electric car, it’s practical to pack the lesser mechanicals into the former engine bay and put the battery in the floor of the chassis. But, because of the altered weight distribution, and the rather heavy battery spread across the floor, the dynamic capabilities of the chassis and suspension setup change drastically – and this makes a world of a difference in the way a car rides and handles.&nbsp;

And it’s for this reason that the Nexon Electric handles the way it does. In fact, because the suspension has had to be stiffened up to deal with the added weight, the ride too isn’t as comfortable as that of the standard Nexon – which is not to say that it’s bad, just that it isn’t as exemplarily as it is in the standard Nexon.&nbsp;

<img alt="Electric Tata Nexon Performance" height="336" src="/uploads/2020/01/electric-tata-nexon-performance.jpg" width="642" />

Focussed Approach 
Now, everything that I’ve mentioned here is in the interest of giving you a comprehensive review of the car. But I’m afraid that some of it, concerning the vehicle’s dynamic capabilities, is a bit irrelevant. You see, as mentioned earlier, the Nexon Electric has been designed and built as a relatively affordable urban runabout. And, in that context, it’s very hard to fault it. In fact, it’s a great daily driver with a realistic driving range, which will likely take care of most people’s daily driving needs.&nbsp;

What’s more, Tata has really thought it through in terms of charging too. The car has AC charger compatibility, which means that it can be plugged into any 15 Amp household socket to be fully charged in about 8 hours. So, you don’t even need a three-phase electric connection to charge this car overnight!&nbsp;

But that’s not all! Tata has also cleverly provided a modern CCS Type 2 DC fast charging option, which allows the battery pack to be charged to 80% of its capacity in 60 minutes.&nbsp;

The Nexon EV, then, makes a strong case for itself as an emissions-free urban daily driver – it’s modern, both in its appearance and the way it drives, it comes generously equipped, is comfortable, and offers a spacious and practical cabin. So, it certainly is a complete car in the truest sense – but whether or not it pioneers an EV revolution in the country is something that remains to be seen. &nbsp; &nbsp;&nbsp;

<img alt="Electric Tata Nexon Interiors" height="336" src="/uploads/2020/01/electric-tata-nexon-interiors.jpg" width="642" />

[tabs]

[tab title="Tata Nexon Electric"]

Motor: Permanent magnet synchronous motor

Energy: Electricity

Battery: 30.2 kWh Lithium-ion Polymer

Transmission: Single-Speed / Front-Wheel Drive

Power: 127bhp

Torque: 245Nm

Operating temperature range: -5 to 45 degree Celsius

X-factor:&nbsp;A capable urban daily driver that meets all your needs.

<table cellpadding="1" cellspacing="1">
	<tbody>
		<tr>
			<td>Pros &nbsp;&nbsp; &nbsp;&nbsp;&nbsp; &nbsp;&nbsp;&nbsp; 
			• Comfortable to drive 
			• Spacious cabin</td>
			<td valign="top">Cons 
			• Handling 
			• No park mode for transmission</td>
		</tr>
	</tbody>
</table>

[/tab]

[/tabs]

https://www.youtube.com/watch?v=KNvAq1uY2FI&amp;t=590s

More electric car reviews&nbsp;-&nbsp;<a href="https://www.autox.com/reviews/car-reviews/living-with-the-hyundai-kona-electric-106947/">Living with the Hyundai Kona Electric</a>

<a href="https://www.autox.com/reviews/car-reviews/mg-zs-ev-india-review-first-drive-107039/">MG ZS EV India Review</a>

Tata Nexon Electric Review: First Drive

The Nexon has been a steady seller for the homegrown carmaker. So, it was natural for Tata to enter the electric space with the Nexon EV. And yet again, it was only natural for us motoring junkies to get behind the wheel to bring you a detailed review. Here goes.

Tata Nexon EV [2020-2022] price starts at ₹ 1499000. Check specifications, features, mileage, colours, variants, images, FAQs, news, reviews, and videos.

2024 Tata Nexon Facelift EV Spied Ahead of India Launch; Fresh Details Emerge

Nexon EV’s long-range version is launching on May 11

Tata Nexon EV sees a uniform price hike across variants

Tata Motors clocks its highest ever sales

Tata Nexon EV crosses 13,500 sales mark

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Tata

Tata Nexon EV [2020-2022]

RightHandDriving

- CC

There is no doubt that people are eagerly awaiting the arrival of the new Tata Nexon facelift in India, which is currently undergoing road testing. While there have been&nbsp;several spy photos of the SUV floating around the internet lately, those images&nbsp;showed the test mules wrapped mostly&nbsp;in camouflage, masking practically all design characteristics. But now,&nbsp;with the latest spy video&nbsp;of the electric version of the upcoming SUV&nbsp;which recently emerged online for the very first time, we&nbsp;got to know some&nbsp;key details regarding the EV.&nbsp;For those unaware, when the 2024 Tata Nexon SUV arrives on the market, there will be both internal combustion (IC) and electric (EV) versions available. And up until this point, only the former has been repeatedly seen throughout the nation. Here are all the details you need to know about the all-new EV offering from Tata&nbsp;seen in&nbsp;the most recent spy video.

<img alt="Tata Nexon EV Spy Shot" height="720" src="/uploads/2023/05/Tata-Nexon-EV-Spy-shot.jpg" width="1280" />

Also Read:&nbsp;<a href="https://www.autox.com/news/car-news/tata-nexon-regains-its-position-as-indias-top-selling-suv-in-april-beats-creta-brezza-and-more-113193/">Tata Nexon Regains its Position as India's Top-selling SUV in April; Beats Creta, Brezza, and More</a>

<h2>2024 Tata Nexon Facelift EV: Key Details from the Video</h2>

The absence of an exhaust pipe on the test mule is a glaring giveaway. Also visible to viewers with sharp eyes is the battery pack positioned beneath the car. The present model of the <a href="https://www.autox.com/new-cars/tata/nexon-facelift/">Tata Nexon EV</a>, which is available in two variants: Prime (Standard Range) and Max (Long Range), should retain its current powertrains for future iterations.&nbsp;The most recent spy images also appear to hint at the possibility of LED headlights being added to the Nexon. We may predict that it will have a grille that resembles the Curvv, a familiar profile design, connected LED tail lights, and dynamic turn indicators that resemble those on an Audi. Even the interiors have undergone substantial changes thanks in large part to the Curvv.

<h2>2024 Tata Nexon Facelift EV: Features</h2>

Although the cabin of the facelifted Nexon EV wasn't visible in the video, we may anticipate some similarities between it and the forthcoming Nexon. These could include the larger 10.25-inch touchscreen device, new upholstery, and paddle shifters (used here for battery regeneration).

It will probably continue to provide existing amenities like wireless phone charging, ventilated front seats, auto air conditioning, and a single-pane sunroof. Up to six airbags, a 360-degree camera, and various advanced driving assistance systems (ADAS) might be included as safety improvements.

Also Read:&nbsp;<a href="https://www.autox.com/reviews/car-reviews/hyundai-venue-vs-tata-nexon-vs-maruti-suzuki-brezza-comparison-111350/">Hyundai Venue vs Tata Nexon vs Maruti Suzuki Brezza – Comparison</a>

<h2>2024 Tata Nexon Facelift EV: Expected Price and Market Rivals</h2>

Early in 2024, Tata Motors intends to debut the updated Nexon EV, with pricing starting at around Rs 15 lakh (ex-showroom). While being a more inexpensive competitor to the MG ZS EV and the Hyundai Kona Electric, it will continue to compete with the <a href="https://www.autox.com/new-cars/mahindra/xuv400/">Mahindra XUV400.</a>

<a href="https://www.instagram.com/reel/Csfis9MJPPq/?utm_source=ig_web_copy_link&amp;igshid=MzRlODBiNWFlZA==">Source</a>

You have probably already seen several spy photos and videos of the updated Tata Nexon. The homegrown automaker is now preparing the facelifted version of the EV counterpart to the SUV, whose initial spy footage recently appeared online.

The Nexon EV’s range is expected to grow by more than 100km, but it’s expected to do that at a premium of anywhere between Rs 2.5 lakh and Rs 4 lakh.

It’s no secret that Tata has been working on a longer-range version of the Nexon EV. We have already seen multiple spy shots of the said vehicle, and now, we finally have a launch date. <a href="https://www.autox.com/new-cars/tata/" target="_blank">Tata</a> Motors has revealed that the new longer-range EV will be launched on 11th May 2022.

As far as changes to the Nexon EV are concerned, we expect that they will all be under the skin. From the spy shots, which have surfaced on the internet, it doesn’t look like Tata is going for any kind of a design overhaul. We might see a couple of changes (most likely a sticker or a badge) once the camo comes off, but that will be all.

The majority of the changes will happen in the battery pack. The size will go up from 30.2kWh to a predicted 40kWh,&nbsp;causing an increase of around 30% in the range, which means that the range of the Nexon EV could potentially cross the 400km mark. For your reference, the Nexon EV is currently capable of doing 312km on a single charge (according to ARAI). The 400km of the estimated range is our&nbsp;prediction of the ARAI figure for the new version of the EV – the real-world figure&nbsp;will obviously be different.

The charging capacity is also expected to grow. The Nexon EV currently uses a 3.3kW AC wall-box charger, which takes around 10 hours for a full charge. A new 6.6kW&nbsp;charger could be introduced, which would significantly bring down the charging time.

Tata is also expected to throw in some more EV-related features, such as different levels of regen. Then there are some other regular features, such as traction control and ESP. More creature comforts,&nbsp;such as ventilated seats, may also be offered with the new version of the EV.

As far as the price is concerned, Tata can demand a premium of about Rs 2.5 lakh to Rs 4 lakh, depending on how easy or difficult it has been to re-engineer the Nexon EV for a larger battery pack. Just to put things into context, the <a href="https://www.autox.com/new-cars/tata/nexon-ev/">Nexon EV</a> is currently priced between Rs 14.54 lakh and Rs 17.15 lakh (both prices are ex-showroom). The longer-range EV will compete with the likes of the newly-launched <a href="https://www.autox.com/new-cars/mg/zs-ev/">MG ZS EV facelift</a> and the upcoming Hyundai <a href="https://www.autox.com/new-cars/hyundai/kona-electric/">Kona Electric</a> facelift.

The Nexon EV for the longest amount of time was the most affordable long-range EV in the market, until it was recently jostled from that spot by Tata’s own Tigor EV. However, the carmaker is now getting ready to launch a bigger-battery-pack version of the Nexon EV, with a range of over 400kms.

Tata Nexon EV’s latest price hike has nudged its top-spec variant north of the Rs 17 lakh mark.

The Tata Nexon EV has received another price hike, and this time around, its price has been hiked by Rs 25,000. The increase in price is uniform across all variants of the electric SUV, which is now priced between Rs 14.54 lakh and Rs 17.15 lakh (ex-showroom).

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			Variant
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			Old Price
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			XM
			</td>
			<td style="width:112.7pt; border-top:none; border-left:none; border-bottom:solid windowtext 1.0pt; border-right:solid windowtext 1.0pt" width="150">
			Rs. 14.29 lakh
			</td>
			<td style="width:112.7pt; border-top:none; border-left:none; border-bottom:solid windowtext 1.0pt; border-right:solid windowtext 1.0pt" width="150">
			Rs. 14.54 lakh
			</td>
			<td style="width:112.7pt; border-top:none; border-left:none; border-bottom:solid windowtext 1.0pt; border-right:solid windowtext 1.0pt" width="150">
			Rs. 25,000
			</td>
		</tr>
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			<td style="width:112.7pt; border:solid windowtext 1.0pt; border-top:none" width="150">
			XZ+
			</td>
			<td style="width:112.7pt; border-top:none; border-left:none; border-bottom:solid windowtext 1.0pt; border-right:solid windowtext 1.0pt" width="150">
			Rs. 15.70 lakh
			</td>
			<td style="width:112.7pt; border-top:none; border-left:none; border-bottom:solid windowtext 1.0pt; border-right:solid windowtext 1.0pt" width="150">
			Rs. 15.95 lakh
			</td>
			<td style="width:112.7pt; border-top:none; border-left:none; border-bottom:solid windowtext 1.0pt; border-right:solid windowtext 1.0pt" width="150">
			Rs. 25,000
			</td>
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			<td style="width:112.7pt; border:solid windowtext 1.0pt; border-top:none" width="150">
			XZ+ Dark
			</td>
			<td style="width:112.7pt; border-top:none; border-left:none; border-bottom:solid windowtext 1.0pt; border-right:solid windowtext 1.0pt" width="150">
			Rs. 16.04 lakh
			</td>
			<td style="width:112.7pt; border-top:none; border-left:none; border-bottom:solid windowtext 1.0pt; border-right:solid windowtext 1.0pt" width="150">
			Rs. 16.29 lakh
			</td>
			<td style="width:112.7pt; border-top:none; border-left:none; border-bottom:solid windowtext 1.0pt; border-right:solid windowtext 1.0pt" width="150">
			Rs. 25,000
			</td>
		</tr>
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			<td style="width:112.7pt; border:solid windowtext 1.0pt; border-top:none" width="150">
			XZ+ Lux
			</td>
			<td style="width:112.7pt; border-top:none; border-left:none; border-bottom:solid windowtext 1.0pt; border-right:solid windowtext 1.0pt" width="150">
			Rs. 16.70 lakh
			</td>
			<td style="width:112.7pt; border-top:none; border-left:none; border-bottom:solid windowtext 1.0pt; border-right:solid windowtext 1.0pt" width="150">
			Rs. 16.95 lakh
			</td>
			<td style="width:112.7pt; border-top:none; border-left:none; border-bottom:solid windowtext 1.0pt; border-right:solid windowtext 1.0pt" width="150">
			Rs. 25,000
			</td>
		</tr>
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			XZ+ Lux Dark
			</td>
			<td style="width:112.7pt; border-top:none; border-left:none; border-bottom:solid windowtext 1.0pt; border-right:solid windowtext 1.0pt" width="150">
			Rs. 16.90 lakh
			</td>
			<td style="width:112.7pt; border-top:none; border-left:none; border-bottom:solid windowtext 1.0pt; border-right:solid windowtext 1.0pt" width="150">
			Rs. 17.15 lakh
			</td>
			<td style="width:112.7pt; border-top:none; border-left:none; border-bottom:solid windowtext 1.0pt; border-right:solid windowtext 1.0pt" width="150">
			Rs. 25,000
			</td>
		</tr>
	</tbody>
</table>

&nbsp;

The <a href="https://www.autox.com/new-cars/tata/nexon-ev/">Nexon EV</a> is powered by a 127bhp, 245Nm electric motor, which draws its juice from a 30.2kWh battery pack. It comes equipped with driving modes, and in the faster mode, it can crack the 0 – 100km/h sprint in 9.9 seconds. Up until a few months ago, the Nexon EV was the most affordable long-range EV in India, but that crown was taken over by the <a href="https://www.autox.com/new-cars/tata/tigor-ev/">Tigor EV</a>.

Tata’s Nexon EV has been around for a few years and is due for an update. This update will arrive in the form of a bigger 40kWh battery pack, improving the EV's range significantly.&nbsp;

<img alt="Tata Nexon EV Rear" height="720" src="/uploads/2022/03/Tata-Nexon-EV-Rear.jpg" width="1280" />

The Nexon EV continues to operate in a budget space, as far as EVs are concerned. Apart from the Tigor EV, the only other EVs positioned close to it are the MG <a href="https://www.autox.com/new-cars/mg/zs-ev/">ZS EV</a> and the Hyundai <a href="https://www.autox.com/new-cars/hyundai/kona-electric/">Kona Electric</a>. They both, however, are&nbsp;Rs 5 – 6 lakhs more expensive than the Nexon EV and don’t pose any real threat to it.

However, Mahindra is due to unveil three electric SUVs in July 2022, one of which could be the <a href="https://www.autox.com/new-cars/mahindra/exuv300/">electric counterpart of the XUV300</a>. When it is launched, it will square up against the Nexon EV.

The Tata Nexon EV is the second-most affordable long-range EV sold in India and its prices have been hiked. The increase is uniform across all variants, and its price has now gone above Rs 17 lakh.

While Tata Motors has reported its best sales numbers so far, Hyundai India inches ahead with marginal advantage. However, Tata is confident to breach the 50,000 units sales soon.

January of 2022 has been the most successful month for Tata Motors as the Indian Carmaker has reported its best all-time sales. Tata has sold 40,777 units locally – against 26,978 units sold in January 2021 – which is the best sale number since the company’s inception. Tata is even confident to breach the 50,000 unit sale mark sometime this year.

Additionally, Tata has even broken its own record from 2007 of highest production ever at its Ranjangaon facility.

Speaking for the Nexon EV, the SUV now holds 70 per cent of the market share of all the electric cars sold in India. Recently, the Nexon EV also crossed the 13,000 sales mark and you can also <a href="https://www.autox.com/news/car-news/tata-nexon-ev-crosses-13500-sales-mark-110685/">read about it by clicking here</a>. The Tigor EV has contributed as well and Tata has managed to retail 2,892 units, in January 2022.

The recently launched CNG variants of the Tiago and Tigor have also accounted for over 3,000 units.

The standard Nexon and the relatively new Punch have together crossed the 10,000 units sale mark. The relatively larger and more premium SUVs, the Harrier and the Safari, both have managed to clock over 8,000 units of sale.

In other news, Hyundai India has managed to regain its position which is the second-largest carmaker right after Maruti Suzuki. Despite a dip of 15 per cent in the Y-o-Y sales figure, Hyundai managed to sell 44,022 units. In January 2021, Hyundai sold 52,005 units.

Also Read:

<a href="https://www.autox.com/reviews/car-reviews/tata-tiago-icng-review-first-drive-110665/">Tata Tiago iCNG Review: First Drive</a>

https://www.youtube.com/watch?v=cYCgv39mZvY

While Tata Motors has reported its best sales numbers so far, Hyundai India inches ahead with marginal advantage. However, Tata is confident to breach the 50,000 units sales soon..

The Tata Nexon EV has breached a substantial sales figure. It appears that Tata Motors is setting up a good base for its upcoming electric vehicle portfolio which will likely include eight more models.

Tata Motors has reported that the Nexon EV has crossed the 13,500 unit sales figure. By April 2021, the Nexon EV had just breached the 4,000 unit sales, which means that 9,500 units of EV have been sold in the past 10 months – &nbsp;which is an impressive number. More recently, Tata Motors came up with the Tigor EV which mostly uses the same underpinnings as the Nexon EV. However, the electric sub-compact-sedan is not matching the success rate of its SUV sibling.

Currently, Tata Nexon EV uses a 30.2 kWh lithium-ion battery pack which offers a range of 312kms (claimed). The power output of the outgoing model is marked at 127 bhp and 245 Nm and the SUV can sprint to a 100km/hr within 9.9 seconds (claimed).

Reports online have suggested that <a href="https://www.autox.com/news/car-news/more-powerful-tata-nexon-ev-on-the-way-109959/">an updated version of the Nexon EV is in the works</a> which is likely to pack in more power and a larger battery pack; resulting in a longer range.

That said, the Tata Altroz EV should have made its debut by now, however, the apparent semiconductor shortage must have pushed its launch ahead.

Also Read:

<a href="https://www.autox.com/news/car-news/tata-safari-updated-with-2nd-row-ventilated-seats-110683/">Tata Safari updated with 2nd row ventilated seats</a>

Watch Tata Tiago iCNG Review Video:-

https://www.youtube.com/watch?v=pxcRSGLwzI4

The Tata Nexon EV has breached a substantial sales figure. It appears that Tata Motors is setting up a good base for its upcoming electric vehicle portfolio which will likely include eight more models.

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

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

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. 
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[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]

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