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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 Safari is perhaps the strongest brand name ever to come out of Tata Motors' line-up. Naturally then, launching the second-generation of the Safari is going to be one hell of a task. We take the new Safari out for a spin to see what it offers. And whether it will appeal to the die-hard cult of customers that swear by the Safari.

Wind the clock back about 25-odd years, and as a young child, I still remember the hype that surrounded the first-ever <a href="https://www.autox.com/new-cars/tata/safari/">Tata Safari</a>. You see in a country still stuck with the ubiquitous bunch of Maruti products, some new fancier entries from Korean and European manufacturers – Daewoo Cielo and Opel Astra, for instance – the Indian automotive market was still in its infancy. And SUV’s were something that no one had heard about at that point of time, not just in India, but even worldwide.&nbsp;

https://www.youtube.com/watch?v=u_c_0ApNq9g

The ‘Indian’ SUV

But, on the other hand, Tata Motors was making waves with their ambitions. Led by none other than Ratan Tata himself, <a href="https://www.autox.com/new-cars/tata/">Tata</a> was on an ambitious path to bring some fantastic products to the Indian market, the first two of which were the Safari and the Indica. An important point here, while the hatchback segment which the Indica was looking to compete in was already well established, the Safari was a brand-new segment for the Indian customer. You could even go as far as saying that this was the first true-blue SUV in the Indian market. While it might have faced teething troubles in its early avatars, the Safari, over the past 2 decades grew to become a cult brand in the country, inviting not just people looking for a comfortable long-distance machine, but also hardcore off-roaders that enjoyed the 4WD capabilities of the Safari.&nbsp;

<img alt="2021 Tata Safari Front Motion" height="720" src="/uploads/2021/02/2021-Tata-Safari-Front-Motion.jpg" width="1280" />

Reviving the cult&nbsp;

Of course, reviving a cult nameplate like the Safari was never going to be easy. I think this is a problem that manufacturers of all cult products face whenever they have to make serious changes to the product, as Land Rover has discovered with the Defender, for instance. But, for Tata Motors, the basic template was laid out, the new Safari had to have 6 and 7-seater capability, as well as being rugged, and yet at the same time, be comfortable enough for long journeys.&nbsp;

Courting controversy&nbsp;

However, the toughest challenge for a cult product is the design. And with the Safari, Tata Motors has had their most difficult design challenge. You see, for a product like the Safari, customers have unrealistic expectations – they want the new product to look as close to the original, and yet, offer them the best in new-age technology and performance. And that expectation, usually, is impossible to meet for a multitude of reasons – evolving design language and crash safety norms being the two most prominent of them.&nbsp;

<img alt="2021 Tata Safari Front Fascia" height="720" src="/uploads/2021/02/2021-Tata-Safari-Front-Fascia.jpg" width="1280" />

Having said that, I think the new Safari is a very good-looking vehicle in its own right. Sure, it looks nothing like the previous Safari’s and pays minimal homage to them in its design, but with its Harrier based design, the Safari looks sharp, purposeful and distinctive. Right from the sharp chrome grille, to the dual-tone bodywork all around the car, the Safari’s styling grabs your eye from the get-go. I particularly like the machine finish 18-inch alloy wheels which suit the size of the Safari perfectly and fill up the wheel arches nicely. And despite its extended length over the Harrier, it’s based on – it’s 63mm longer – the Safari’s proportions are on point and look well designed.&nbsp;

Into the cave&nbsp;

The feeling of sharp design is a theme that’s carried over into the Safari once you step inside the cabin. Of course, Tata has had a learning experience with the design of the Harrier, and the learnings are easy to see in the Safari. For instance, the USB ports to connect your phone are now easily at hand, and the exterior rear-view mirrors are smaller so that they don’t hinder your vision on turns. Similarly, the overall feeling of quality and touch-and-feel is quite solid and other than a few niggles here and there, the interior is a nice place to be.&nbsp;

<img alt="2021 Tata Safari Interior Side View" height="720" src="/uploads/2021/02/2021-Tata-Safari-Interior-Side-View.jpg" width="1280" />

Helping the interior appeal is the amount of standard equipment, which on our top-of-the-range test car includes a 7.0-inch display in the instrument cluster, an 8.8-inch touchscreen multimedia system, a 9-speaker JBL audio system, up to six airbags, panoramic sunroof and much more. The biggest change in the interior though is the introduction of ‘Oyster White’ leather, which really lifts up the interior ambience of the Safari. You see, with a large glasshouse all around and with the panoramic sunroof combined with the white upholstery, the Safari’s cabin is an airy and a fairly spacious place to spend time in. But, given our conditions, I think customers will struggle to keep that white upholstery clean and Tata should also offer some other colour options for customers to choose from.&nbsp;

Elephant in the room&nbsp;

Perhaps the second most obvious question about the Safari is the interior space it offers, more so because it claims to offer a full 3 rows of seating. Offering 3 rows of seating on all variants, the Safari will be offered in both 6 and 7-seater options. And I’m happy to say that I absolutely love the 2nd-row seating and space available in the Safari. We drove both versions, but the 6-seater version was my favourite amongst the two for a few reasons. First, with its stadium-style 2nd-row seating – which is mounted higher than the front-row seats – the 2nd row offers a great view of the road ahead with the big glasshouse and the panoramic sunroof. On top of that, there is ample space in the adjustable 2nd row for people above six feet, and the seats themselves are exceedingly comfortable.

<img alt="2021 Tata Safari Rear Seats jpg" height="720" src="/uploads/2021/02/2021-Tata-Safari-Rear-Seats.jpg" width="1280" />

The 3rd row is a slightly different experience though. Access to the 3rd row in both 6 and 7-seat version is easy enough, and the big doors of the Safari help here. And if both the driver’s and 2nd-row seat were set to my height, there was just enough room for me to fit in the 3rd row (I’m 5’9”). In fact, the 3rd row of the Safari does offer a decent amount of space, which makes it a viable transport for full-sized adults for short journeys, while children could easily be accommodated for longer trips. And to help matters, the big C-pillar window does really help you feel non-claustrophobic and the 3rd row even gets dedicated AC&nbsp;vents, a fan speed control and USB charging points. But, if you’re above 6 feet tall, you can forget about fitting in the 3rd row due to a lack of headroom.&nbsp;

Hitting the road&nbsp;

Of course, the most important part of a vehicle is how it drives, and my expectations from&nbsp;the Safari were quite high. Based on the D8 platform from Land Rover that it shares with the <a href="https://www.autox.com/new-cars/tata/harrier/">Harrier</a>, the Safari has a lot of positives. For instance, the 2.0-litre diesel engine is a cracker of a unit with its 168bhp and 350Nm of torque. Paired with the engine are two gearbox options – 6-speed manual and 6-speed automatic. However, if you’re someone looking to get a 4x4 Safari, I have to break your bubble and inform you that despite the platform being easily capable of 4-wheel drive hardware, Tata is not going to offer a 4WD version of the Safari simply because the demand for such a version is simply too small.&nbsp;

<img alt="2021 Tata Safari Rear Quarter Motion" height="720" src="/uploads/2021/02/2021-Tata-Safari-Rear-Quarter-Motion.jpg" width="1280" />

Getting back to driving, with peak torque arriving at just 1,750rpm, the Safari’s engine pulls cleanly and has excellent mid and top-end performance, which means that driving the Safari both in city traffic and on the highway is effortless. The Safari also gives you a choice of three driving modes – Eco, City and Sport and 3 ESP-based terrain modes for different road conditions, and I have to say, with the Sport mode engaged, the Safari is quite enjoyable to drive with enhanced power delivery and engine response. We also drove both the gearbox options and while the manual gearbox is a decent unit to use – as long as you’re not trying to rush the gear shifts – the automatic is a revelation. The 6-speed automatic gearbox has been mated quite well by Tata engineers and the shifts are smooth even under full-throttle gear changes, making it the gearbox of choice in the Safari for me. And now fitted with an electronic handbrake, the auto-hold function of the Safari also comes to great use in stop-start traffic.

Bouquets and brickbats

The rear suspension of the Safari though is different from the Harrier and has been developed by Lotus Engineering and with terrific high-speed stability and excellent ride comfort, the suspension setup is quite commendable. However, at low speeds and when countering small bumps or potholes, the suspension can feel just a tad too stiff and uncomfortable, but this smoothens out with speed. A bigger issue with the Safari though has to be that the steering of the Safari at low and parking speeds is still too heavy and can be an annoyance, something that Tata has failed to address adequately with both the Harrier and the Safari. Similarly, like the <a href="https://www.autox.com/new-cars/tata/altroz/">Altroz</a>, the Safari also features warning lights that are simply too small to read in a passing glance. Certainly, something that Tata needs to fix with their design team. And lastly, while Tata has increased the length of the Safari by 61mm, but even then, with all 3 rows of seating being used, the boot space in the Safari is marginal at best.&nbsp;

Return of the Safari

All said and done, the million-dollar question is, would I recommend the Safari? Oh, absolutely. You see, with a design that’s quite striking and pleasing to the eye, excellent drivetrain, finally a good automatic gearbox in a Tata product, ample power and great on-road manners, the Safari definitely deserves your attention. Sure, it could use some improvements like the steering effort or slightly softer ride at slow speeds, but overall Tata has learnt a lot from the Harrier and it shows in the Safari.&nbsp;

<img alt="2021 Tata Safari Static Side View" height="720" src="/uploads/2021/02/2021-Tata-Safari-Static-Side-View.jpg" width="1280" />

The Safari with its 3 rows of seating, comfort and a fairly enjoyable driving appeal is truly a welcome return of the Safari brand to the Indian market. And while it might annoy some diehard fans without the option of 4WD, for a vast majority of customers, this might be the 3 row <a href="https://www.autox.com/suv-cars-in-india/" target="_blank">SUV</a> of choice. Provided Tata doesn’t get greedy and price it exorbitantly, which I’m hoping they won’t.&nbsp;

[tabs]

[tab title="2021 Tata Safari"]

Engine: 1,956cc / 4-Cylinder / Turbocharged

Fuel:&nbsp;Diesel

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

Power: 168bhp @ 3,750rpm

Torque:&nbsp;350Nm @ 1,750 –&nbsp;2,500rpm

X-Factor:&nbsp;The Safari, with its 3 rows of seating, great engine and performance is a great revival of the Safari brand!

<table cellpadding="1" cellspacing="1">
	<tbody>
		<tr>
			<td valign="top">Pros &nbsp;&nbsp; &nbsp;&nbsp;&nbsp; &nbsp;&nbsp;&nbsp; 
			• Great design 
			• Practicality and space</td>
			<td>
			Cons 
			• Steering still heavy 
			• White upholstery

			&nbsp;
			</td>
		</tr>
	</tbody>
</table>

[/tab]

[/tabs]

Read more:

<a href="https://www.autox.com/news/car-news/2021-tata-safari-variants-features-revealed-bookings-open-next-month-108940/">2021 Tata Safari variants &amp; features revealed; bookings open next month</a>

<a href="https://www.autox.com/news/car-news/new-tata-safari-production-commenced-108891/">New Tata Safari production commenced</a>&nbsp;

2021 Tata Safari Review: First Drive

The Safari is perhaps the strongest brand name ever to come out of Tata Motors' line-up. Naturally then, launching the second-generation of the Safari is going to be one hell of a task. We take the new Safari out for a spin to see what it offers.

Tata Safari [2021-2023] price starts at ₹ 1544900. Check specifications, features, mileage, colours, variants, images, FAQs, news, reviews, and videos.

Kaziranga Edition of Tata Punch, Nexon, Harrier, Safari launched

Tata Safari Adventure Persona edition updated with more features

Tata Safari updated with 2nd row ventilated seats

Tata Safari Dark edition launched in India, prices begin at Rs 19.06 lakh

Tata Safari Dark Edition to be launched tomorrow

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Tata

Tata Safari [2021-2023]

RightHandDriving

1957 CC

The Gold Edition, Dark Edition, Adventure Persona, and now Kaziranga Edition&nbsp;– the Tata Safari is sold in four variants other than the standard trim, but this time, the new edition is offered with Tata’s other SUVs too.

After a few sets of teasers, Tata Motors has launched the Kaziranga Edition of its SUVs on sale, which includes the Punch, Nexon, <a href="https://www.autox.com/new-cars/tata/harrier/">Harrier</a>, and Safari. For now, the Tata Nexon EV has been excluded from the list, but we suspect that the Kaziranga Edition of the Nexon EV will be out soon.

<img alt="Tata Safari Kaziranga Edition Front Three Quarter Static" height="720" src="/uploads/2022/02/Tata-Safari-Kaziranga-Edition-front-three-quarter-static.jpg" width="1280" />

For now, Tata is offering four SUVs in the Kaziranga iteration, and all of them are based on their respective higher trims.

The new editions of the Harrier and Nexon get ventilated front seats as well, which was only exclusive to the Safari.

<img alt="Tata Harrier Kaziranga Edition Front Three Quarter Static" height="720" src="/uploads/2022/02/Tata-Harrier-Kaziranga-Edition-front-three-quarter-static.jpg" width="1280" />

As mentioned above, the Kaziranga Editions are based on the top-spec trims of the respective SUVs. In addition to all the top-of-the-line features, the SUVs sport ‘Grassland Beige’ exterior body colour, which is contrasted by gloss black roof and alloy wheels. Inside, they feature an 'Earthy Beige' leatherette upholstery, along with a faux-wood dashboard.

<img alt="Tata Punch Kaziranga Edition Front Three Quarter Static Edition" height="720" src="/uploads/2022/02/Tata-Punch-Kaziranga-Edition-Front-three-quarter-static-edition.jpg" width="1280" />

The headrests get a horned Rhino's silhouette, and there are Satin black Rhino emblems on the exterior&nbsp;as well. The Kaziranga Edition line-up is a homage to the Kaziranga National Park, Assam, which is popular for being home to the Great Indian one-horned Rhinoceros.

Following are the prices of the newly launched Kaziranga Editions of Tata’s SUVs:

Punch - Rs 8.58 lakh (ex-showroom)

Nexon (Petrol) - Rs 11.78 lakh (ex-showroom)

Nexon (Diesel) - Rs 13.08 lakh (ex-showroom)

Harrier - Rs 20.40 lakh (ex-showroom)

Safari - Rs 20.99 lakh (ex-showroom)

<img alt="Tata Nexon Kaziranga Edition Front Three Quarter Static" height="720" src="/uploads/2022/02/Tata-Nexon-Kaziranga-Edition-Front-three-Quarter-static.jpg" width="1280" />

Also Read:

<a href="https://www.autox.com/news/car-news/tata-safari-adventure-persona-edition-updated-with-more-features-110748/">Tata Safari Adventure Persona edition updated with more features</a>

<a href="https://www.autox.com/news/car-news/tata-nexon-ev-crosses-13500-sales-mark-110685/">Tata Nexon EV crosses 13,500 sales mark</a>

The Gold Edition, Dark Edition, Adventure Persona, and now Kaziranga Edition. The Tata Safari is sold in four other variants other than the standard trim but this time, the new edition is offered with Tata’s other SUVs too.

The Safari’s top-spec Adventure Persona variant has received some attention. The SUV now gets an updated feature list and a new colour option. Of course, the updates have upped the price marginally.

When the Tata Safari was launched in 2021, the SUV made an appearance with a top-of-the-line Adventure Persona edition. Some months later, the Safari was introduced in the Gold edition. Recently, Tata’s flagship SUV was also launched in the popular Dark edition. The Gold and the Dark edition were more equipped in terms of features when compared to the standard and the Adventure Persona edition.

Now, Tata has updated the Adventure Persona edition of the Safari with features which were first limited to the Gold and Dark Edition only. The list includes a wireless charger, wireless Apple CarPlay and Android Auto and ventilated first and second-row seats – the ventilated second-row option is only exclusive to the six-seater variant.

Additionally, the Adventure Persona edition buyers now get a choice to choose between the colour Orcus White and Tropical Mist, the latter one being on offer since its inception. The update has made the manual Tata Safari Adventure Person Edition more expensive by Rs 14,000, whereas the automatic demands a premium of Rs 24,000.

The Safari Adventure Persona MT costs Rs 20.99 lakh while the automatic one is priced at Rs 22.29 lakh; Both prices are ex-showroom. Other than these cosmetic and features updates, the Safari continues to be the same as before. It gets the same 2.0-litre turbo-diesel engine which can be had with a six-speed auto or a six-speed torque converter.

Also Read:

<a href="https://www.autox.com/news/car-news/tata-motors-clocks-its-highest-ever-sales-110700/">Tata Motors clocks its highest ever sales</a>

<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>

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

The Safari’s top-spec Adventure Persona variant has received some attention. The SUV now gets an updated feature list and a new colour option. Of course, the updates have upped the price marginally.

The ventilated rear seat is now offered with the standard model of the Safari, but, the buyers will have to opt for the top-spec variant i.e the XZ+ and the XZA+ variant.

Tata Tata Safari now gets ventilated seats in the second row as well, while this feature was earlier limited to the Gold and the Dark edition of the Safari, Tata has now announced that the XZ+ and the XZA+ variant will feature ventilated captain seats in the second row as well. However, the Adventure Persona variant which was introduced at the time of Safari’s debut still misses out on this feature.

More importantly, this new ventilated second row is only restricted to the 6-seater variant. The 7-seater Safari gets a bench in the middle-row, hence it is a little difficult to integrate a seat ventilation mechanism.

<img alt="2021 Tata Safari Rear Quarter Motion" height="720" src="/uploads/2021/02/2021-Tata-Safari-Rear-Quarter-Motion.jpg" width="1280" />

The addition of this new feature in the Safari has come at no extra cost. The retail price of the XZ+ and the XZA+ variant is still the same as before. The price of the new Safari starts from Rs 14.99 lakh (ex-showroom) and goes all the way up to the Rs 23.30 lakh (ex-showroom) mark.

Other features and the mechanicals of the Safari stay the same as before. The SUV gets the same 2.0-litre turbo-diesel mill and the gearbox options include a manual, as well as, a Hyundai sourced six-speed torque-converter.

Also Read:

<a href="https://www.autox.com/news/car-news/tata-safari-dark-edition-launched-in-india-price-begins-at-rs-1906-lakh-110600/">Tata Safari Dark edition launched in India, prices begin at Rs 19.06 lakh</a>

<a href="https://www.autox.com/news/car-news/tata-safari-gold-edition-launched-110074/">Tata Safari Gold Edition launched</a>

The ventilated rear seat is now offered with the standard model of the Safari, but, the buyers will have to opt for the top-spec variant i.e the XZ+ and the XZA+ variant. Read more to know about the newly added feature.

Tata is demanding a premium of up to Rs 72,000 for the Dark edition of the Safari.

The Tata Safari now gets a Dark edition, and its price begins at Rs 19.06 lakh. Tata is offering the Dark edition of the Safari with the XT+ and XZ+ (automatics included), but you do get different updates, depending on the variant you choose. But before we dive into that, let's take a look at the prices of all the different Dark variants of the Safari.

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	<tbody>
		<tr>
			<td style="width:112.7pt; border:solid windowtext 1.0pt" width="150">
			Variants
			</td>
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			Standard price
			</td>
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			Dark edition price
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			Difference
			</td>
		</tr>
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			<td style="width:112.7pt; border:solid windowtext 1.0pt; border-top:none" width="150">
			XT+
			</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 18.86 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 19.06 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 20,000
			</td>
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			XTA+
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			Rs 20.16 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 20.36 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 20,000
			</td>
		</tr>
		<tr>
			<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 20.65 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 21.12 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 47,000
			</td>
		</tr>
		<tr>
			<td style="width:112.7pt; border:solid windowtext 1.0pt; border-top:none" width="150">
			XZ+ (6-seater)
			</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 20.50 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 21.22 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 72,000
			</td>
		</tr>
		<tr>
			<td style="width:112.7pt; border:solid windowtext 1.0pt; border-top:none" width="150">
			XZA+
			</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 21.95 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 22.42 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 47,000
			</td>
		</tr>
		<tr>
			<td style="width:112.7pt; border:solid windowtext 1.0pt; border-top:none" width="150">
			XZA+ (6-seater)
			</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 21.80 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 22.52 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 72,000
			</td>
		</tr>
	</tbody>
</table>

All prices are ex-showroom.

The XT+ and XTA+ variants are the lowest in the <a href="https://www.autox.com/new-cars/tata/safari/">Safari</a>’s line-up to get the option of the Dark edition. In these two variants, you get two basic additions over the regular variants – a fully blacked-out exterior and 18-inch black alloy wheels.

<img alt="Tata Safari Dark Edition Interior" height="720" src="/uploads/2022/01/Tata-Safari-Dark-Edition-Interior.jpg" width="1280" />

The XZ+ and XZA+ get a blacked-out interior as well, over and above the changes in the XT/XTA variants. The material of the seats is also premium, which Tata calls Nappa Granite. It, however, is still leatherette, whereas you get real leather on the seats in the Gold Edition of the Safari. The front seats are also ventilated in the XZ+ and XZA+ Dark editions.

On top of this, the 6-seat&nbsp;versions of the XZ+ and XZA+ Dark edition models also get optional ventilated seats for rear passengers. This is why the price premium on these variants is more than that of the 7-seater XZ+ and XZA+ variants.

<img alt="Tata Safari Dark Edition Side Profile" height="720" src="/uploads/2022/01/Tata-Safari-Dark-Edition-Side-Profile.jpg" width="1280" />

The Safari continues to make use of the 2.0-litre 168bhp diesel engine, which is mated to either a 6-speed manual transmission or a 6-speed automatic. Overall, the Safari retails between Rs 14.99 lakh and Rs 23.19 lakh (ex-showroom, Delhi) and rivals the Mahindra <a href="https://www.autox.com/new-cars/mahindra/xuv700/">XUV700</a>, MG <a href="https://www.autox.com/new-cars/mg/hector-plus/">Hector Plus</a>, Hyundai <a href="https://www.autox.com/new-cars/hyundai/alcazar/">Alcazar</a>, and the upcoming Kia <a href="https://www.autox.com/new-cars/kia/carens/">Carens</a>.

Just like other cars in its lineup, Tata is now offering a Dark version of the Safari. It’s available with the XT+ and XZ+ variants of the SUV, both with their manual and automatic transmissions. The XT+ and XZ+ versions both get different upgrades with the Dark edition.

The Safari will get Tata’s stealthy dark theme. The Safari Dark Edition is all set to be launched tomorrow, and it will likely retail alongside the Tata Safari Gold.

Tata Motors launched the Dark editions of the Altroz, Nexon, Nexon EV and Harrier last July. The Tiago, Tigor, Tigor NRG, and Safari missed out on this specific variant. However, it's about to change tomorrow, as the carmaker will launch the Dark Edition of its flagship Safari.

The Tata Safari Dark Edition will sport the colour black, and the trims are likely to be blacked out as well. Elements such as grille, mirror caps, door garnish, headlamp and taillamp surround, and alloy wheels will also be finished in black.

A similar dark theme is expected in the cabin as well. The seat covers, door trims, and other touchpoints will most&nbsp;likely be finished in black as well. It will be a very contrasting theme from what we have observed in the Gold Edition of the Safari, which has a beige interior.

The upcoming Dark Edition is likely to be based on the top-spec variants, the XZ and XZ+ of the standard Safari. Expect features such as ventilated seats, wireless Android Auto and Apple Carplay, and wireless charger in the Dark Edition too.

The mechanicals of the Dark Edition will be identical to the standard Safari. The SUV will be powered by a 2.0-litre turbo-diesel motor, which produces 168bhp and 350Nm torque. There are good chances that the Safari Dark Edition will be launched with both a 6-speed manual and an automatic.

In terms of pricing, the Safari Dark Edition is likely to cost Rs 25,000 to Rs 30,000 more than the equivalent XZ or XZ+ variant. Stay tuned for more updates.

Also Read:

<a href="https://www.autox.com/news/car-news/tata-tiago-and-tigor-cng-launch-on-january-19-110550/">Tata Tiago and Tigor CNG launch on January 19</a>

<a href="https://www.autox.com/news/car-news/tata-altroz-automatic-confirmed-110533/">Tata Altroz automatic confirmed</a>

https://www.youtube.com/watch?v=GXm8mevN1pY

It is the Safari which will get Tata’s stealthy dark theme. The Safari Dark Edition is all set to be launched tomorrow, and the new variant will likely retail alongside the Tata Safari Gold.

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

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?

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<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.

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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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