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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

With automatics becoming a popular choice in entry-level cars in India, Tata Motors has tried to acquire a piece of the pie with the launch of the Tiago hatchback with an AMT automatic gearbox. We sample the homegrown car maker’s take on the Automated Manual Transmission in its latest offering.

Tata Motors has been introducing many models which were mostly cases of a swig and a miss. However, when they introduced the Tiago hatchback, it was an instant hit with Indian buyers. While we have familiarised ourselves extremely well with the diesel Tiago as it was a part of our long-term fleet for a good year, so when Tata announced the automatic version of the car, just had to find out what it is like by spending a few days pottering about town in this little city car.

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<img alt="Tata Tiago AMT Automatic Rear" src="/uploads/2017/09/2017-Tata-Tiago-AMT-Automatic-Rear1.jpg" />

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So to get a better understanding of the Tiago AMT, we need to first look at it from a buyer’s point of view. The typical buyer of a small automatic hatchback would be someone who would be a young driver with limited driving experience for city commute and a somewhat limited budget. The reason would be for a more relaxing and hassle-free driving in city traffic with the ability to make it easy to park the little hatchback. The sort of chap who wants a good economical and affordable car that gets them from point A to point B. S for the right buyer, does the Tiago automatic ticks all the right boxes?

For starters, Tata Motors offers the Tiago automatic is offered with the petrol variant. The engine is a 1,199cc, 3-cylinder ‘Revotron’ branded motor which develops 83bhp and 114Nm of torque. The AMT gearbox is a 5-speed unit with a hydraulic actuated clutch. So in theory, when you accelerate the clutch is completely disengaged, but as soon as you lift off the throttle, the clutch engages and the gearbox is supposed to shift up or down depending on the requirement. The Tiago AMT comes with ‘City’ and ‘Sport’ driving modes.

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<img alt="2017 Tata Tiago AMT Engine" src="/uploads/2017/09/2017-Tata-Tiago-AMT-Automatic-engine1.jpg" />

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Inherently, a three-cylinder will always have vibration issues due to the lack of the fourth cylinder to ensure that one of four cylinders is always on the power stroke and most manufacturers have found ways to not allow these vibrations to be felt by the occupants with the use of counterweights, balancer shafts, etc. However, the refinement of the engine is decent, as fewer of the vibrations can be felt. Having said that, the vibrations are extremely noticeable when the car is idling. The engine has a lot of room for improvement as far as refinement is concerned.

As far as the AMT transmission is concerned, the unit works fine, but in comparison to the units offered by the competition, the Tiago again lacks in refining and tuning of the system to work seamlessly in tandem with the engine. The system is slow to respond, which means in traffic, exploiting gaps is a task as you tend to get left behind as other people will be able to use your slower movement to their advantage. Therefore, the slower response of the gearbox will not be the relaxing, seamless drive that a buyer would be seeking from an automatic transmission. This is mostly down to the way the clutch engages and disengages. The clutch responds quite slowly with light throttle inputs as the <a href="https://www.autox.com/reviews/car-reviews/tata-tiago-review-first-drive/">Tata Tiago</a> refuses to accelerate away smoothly, but if you accelerate harder, the engine punches through and overcompensates resulting in a lunge that wasn’t intended.

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<img alt="2017 Tata Tiago AMT Gear" src="/uploads/2017/09/2017-Tata-Tiago-AMT-Automatic-Gear-LeverJPG2.jpg" />

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Additionally, the crawl feature doesn’t get the car moving forward fast enough to initiate that seamless smooth acceleration. The gearbox comes with ‘Sport’ mode as well which only holds the revs for longer to provide better acceleration. Some of the issues do get ironed out, but not entirely. The manual shift feature with the gearbox is very useful as the slow responding nature of the gearbox can be bypassed by simply changing gears manually without the need of a clutch pedal. As for fuel efficiency, weirdly, in ‘City’ mode, the Tiago AMT was delivering an indicated 12.8km/l, but with the ‘Sport’ mode activated, the efficiency indicator gradually rose up to 13.5km/l.

Other than that, there are ergonomic issues with the car as well. The visibility from the inside rearview mirror is minimal. It works brilliantly to tell you if there is a car tailgating you, but other than that, it isn’t of much use. Additionally, the stereo doesn’t seem to be calibrated properly as the Bluetooth connection consistently suffers from interference and disconnects from the device. The seats are not very comfortable as they lack in providing support, especially for the lower back.

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<img alt="2017 Tata Tiago AMT Cabin" src="/uploads/2017/09/2017-Tata-Tiago-AMT-Automatic-Cabin1.jpg" />

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What really goes for the Tiago is the styling of the car. Compared to the competition, the Tiago sets the benchmark in design. Additionally, the interior trim quality, fit and finish is far better when considered to its rivals. The plastic quality used for the interior trim and dashboard feels solid and premium. The design of the interior looks premium and the body colour matching air-vents, adds a nice and subtle touch to the cabin as well. In terms of cabin space, the Tiago scores a point here as well as it offers ample room at the front, however, due to its small dimensions, not much rear legroom is available. The Tiago AMT is offered with two trim lines – XTA and XZA. This allows the Tiago AMT to be loaded with features like a stereo from Harman featuring with ConnectNext Bluetooth, USB and AUX inputs.

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<img alt="New Tata Tiago Automatic Motion" src="/uploads/2017/09/2017-Tata-Tiago-AMT-Automatic-Front-Motion1.jpg" />

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To sum it up, for someone looking for a more relaxing commute within the city, the Tiago AMT may not be the car for you – due to its lack of refinement. However, if that is something you can gloss over, the Tiago will is a better quality product with better fit and finish than its rivals in the segment, in addition to offering more features for a similar amount of money.

Tata Tiago AMT Review, First Drive

With the consumers slowly tilting towards automated cars, Tata Motors has added the Tiago AMT to their product portfolio. So, is the affordable two-pedal motoring sufficing enough for the budget end user? We find out.

Tata’s new Tiago is an all-new offering in the true sense of the term and has all the hallmarks to pave the way forward for new models from the brand.

It’s the small car that has really taken Tata places in the Indian passenger car market. The Indica was once the only diesel hatchback on the market at a time when petrol prices began to soar. But the fact that the Indica despite its flaws was a good value proposition in its time as an affordable, practical and spacious car made it quite the success story for Tata.

Now after close to two decades, Tata finally plans to phase out the Indica and replace it with the all new Tiago. And from our initial impressions of the new Tata hatchback, we have to say that the Tiago truly takes the game forward, not just for its predecessor but for the Tata brand itself.

<img alt="Tata Tiago Front View" class="alignnone size-full wp-image-68093" src="/uploads/2016/04/tata-tiago-front.jpg" style="width: 642px; height: 336px;" />

Inside out the new Tata Tiago looks like a truly modern offering and is positioned to look its rivals eye to eye and makes its presence felt. The overall profile of the Tiago is a very well crafted one that gives it a nice stance. All the design details are blended together well. The front grille is a wide frameless unit that is flanked by headlamps with a three dimensional look on either side. The A-pillars flow onto the bonnet nicely. The car gets blacked out B-pillars and raked C-pillars to add a bit of design flair. A sharp beltline makes its presence felt on the side profile. While at the back, wrap around tail lamps, a well contoured hatch while the bumper houses a black plastic section at the lower centre section, lending a nice visual break.

<img alt="Tata Tiago Interior" class="alignnone size-full wp-image-68095" src="/uploads/2016/04/tata-tiago-interior.jpg" style="width: 642px; height: 336px;" />

And if the exteriors of the Tiago look modern, the interiors feel downright premium for a car in its category. Textured soft touch materials, nice headliner fabric, body coloured air con vent surrounds at the corners (for orange and red cars, piano black for others), chunky chrome door handles, supportive seats and a premium Harman sound system makes this quite a special place to be in considering the market positioning for the Tiago. Of course, the Tata trademark of having a spacious cabin is something that Tiago boasts of too.

Well then, the new Tiago has been fairly impressive so far. This car breaks free from norms that have traditionally been clasped to Tata cars that saw evaluators say – “It’s okay for a Tata”, be it in terms of ergonomics, fit and finish or performance.

<img alt="Tata Tiago Low Angle" class="alignnone size-full wp-image-68101" src="/uploads/2016/04/tata-tiago-front-three-quarter-dynamic-low-angle.jpg" style="width: 642px; height: 336px;" />

In this regard, the engines for the Tata Tiago come into play. Tata will be offering the Tiago with an equally all-new set of petrol and diesel engines. The petrol unit in question falls under Tata’s new Revotron petrol engine family. It is a three cylinder, 12 valve, 1.2 litre, naturally aspirated unit developing 83bhp of max power @ 6,000 rpm and 114Nm of peak torque @ 3,500 rpm. The diesel unit has been badged as the Revotorq and is a 1.05 litre, three cylinder oil burner with four valves per cylinder, developing 69bhp @ 4,000rpm and 140Nm @ 1,800-3,000rpm.

Both engines feature dual overhead camshafts and two driving modes – Eco and City. The petrol engine gets variable camshaft timing while the diesel gets a balancer shaft to reduce vibrations. Both engines are mated to a five-speed manual gearbox.

<img alt="Tata Tiago Rear Three Quarter Dynamic" class="alignnone size-full wp-image-68097" src="/uploads/2016/04/tata-tiago-rear-three-quarter-dynamic.jpg" style="width: 642px; height: 336px;" />

During our initial drive we happened to sample both engines and have come back fairly impressed. Neither motor has the thrum of a three cylinder engine, the petrol unit was quick to rev while the diesel had a strong mid range, felt very smooth and had very low NVH levels. Room for improvement lies in a wider powerband for the diesel engine and a more free revving nature for the petrol engine. The gearbox too can have more precise shifts and shorter throws. The steering rack too can be more direct and quicker.

Having said that, the rest is all in place as the controls including the clutch are light and in the true nature of a Tata, the Tiago too has good road manners with predictable and balanced ride and handling traits. On the safety front, the car gets ABS with EBD and dual front airbags.

On the whole, the new Tiago from Tata Motors truly feels like a modern offering and ready to take on its current rivals which the ageing Indica could no longer.

[tabs] 
[tab title="Tata Tiago 1.2 Revotron"]

Engine:&nbsp;1,199cc / In-line 3-cylinders / 16 valves

Fuel:&nbsp;Petrol

Transmission:&nbsp;5-Speed Manual / Front Wheel Drive

Power:&nbsp;83bhp @ 6,000rpm

Torque:&nbsp;114Nm @ 3,500rpm

[/tab] 
[tab title="Tata Tiago 1.05 Revotorq"]

Engine:&nbsp;1,047cc / In-line 3-cylinders / 16 valves / turbocharged

Fuel:&nbsp;Diesel

Transmission:&nbsp;5-Speed Manual / Front Wheel Drive

Power:&nbsp;69bhp @ 4,000rpm

Torque:&nbsp;140Nm @ 1,800-3,000rpm

[/tab]

[/tabs]

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

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Also read:&nbsp;<a href="https://www.autox.com/news/car-news/mahindra-nuvosport-top-5-facts/" target="_blank">Mahindra NuvoSport: Top 5 facts</a>

Tata Tiago Review, First Drive

With the Tiago, Tata Motors aims at a paradigm shift with a new design language and a refreshingly plush interior. So, is the new Tiago just a revamped version of the Bolt, or is it a gamechanger for the Indian market? Here's what we think.

The Zica appears to herald a new beginning for Tata Motors. But does it really?

I need to start this piece with a disclaimer. In the past, along with many of my colleagues, I’ve been guilty of turning a blind eye to some of the basic faults in many of the passenger cars built thus far by Tata Motors. If the pedal spacing wasn’t quite right – well, it was okay because it was a Tata. If the driving position, or the steering angle, was a bit off – well, it wasn’t bad for a Tata. If the build quality was a bit iffy – well, you get the picture…

But mind-sets have changed. The Indian consumer expects the very best. He or she takes no prisoners and accepts no compromises. There are no longer any second chances. And it appears that Tata Motors has got the memo – because the Zica certainly looks the part. It has no blemishes whatsoever, and aims to stand toe-to-toe with the very best that the industry has to offer.

<img alt="Tata Tiago Front" class="alignnone size-full wp-image-61811" src="/uploads/2015/12/tata-zica.jpg" style="width: 642px; height: 336px;" />

Pratap Bose, and the design team at Tata Motors, have done a great job with the overall design – both inside and out. The shapely body appears quite mature and sophisticated, while being interesting and edgy at the same time. On the inside as well, the cabin appears to be beautifully executed with premium materials and excellent fit-and-finish. And, as you can see, I’m not ending any sentences here with the phrase, ‘for a Tata!’

The Zica (which is a happy blend of ‘zippy car’) has a mild shark-nose front end, with a nicely detailed honeycomb front grille finished in gloss black. The headlights have a three-dimensional look to them, and beautifully connect the grille with the bumper. Even the logo on the front is larger and more three dimensional to hint towards a newfound confidence for the company. And there are more little details to marvel at – the arrow-shaped recesses for the door handles for instance, or the two little winglets at either end of the top of the tailgate, which work to clean up the airflow without running the full width of the boot. And the overall appearance of the Zica is of a machine that’s planted and purposeful – not to mention contemporary and modern. Nicely done!

<img alt="2015 Tata Tiago Interior" class="alignnone size-full wp-image-61814" src="/uploads/2015/12/tata-zica-interior2.jpg" style="width: 642px; height: 336px;" />

It gets better in the cabin. The top of the dash is a nicely textured soft-touch material. So is the A-pillar, nicely textured that is, while the headliner fabric is quite premium – so much so that it lifts the entire cabin. The surrounds of the AC vents at both ends of the dash are body coloured – but only on the orange and red cars. With every other colour, they have a piano black finish. You also get very supportive seats, chunky closed loop door handles in chrome, and an absolutely incredible Harman sound-system that’s best in class and then some! And, of course, a Tata hallmark is a feeling of space – which the Zica provides in spades.

But it’s not all gold medals and victory parades. You need a PHD in computer science to get the Juke-Car app (for music) and the smartphone enabled navigation app to work properly. The air vents don’t close fully, and the AC only operates in two modes – sub zero and freezing. The fan speed, meanwhile, ranges from gusty to cyclonic. The steering column isn’t adjustable for reach, and so finding the right driving position can take some doing. But, of course, these are pre-production cars – so some of these problems can be fixed before the car is launched in January next year.

Where the Zica claws back much of its lost ground is in the engine compartment. It comes with a pair of brand new engines – an all-new Revotron petrol and what they’re calling a Revotorq diesel. Both engines are three cylinder units – 1,199cc and 1,047cc respectively. Both have dual overhead camshafts, four valves per cylinder, and two engine modes – Eco and City. The petrol engine has variable cam timing, while the diesel gets a balance shaft to reduce vibrations. Both also get ABS with EBD, and dual airbags – at least on the top-end variants that we drove.

<img alt="New Tata Tiago Dynamic" class="alignnone size-full wp-image-61812" src="/uploads/2015/12/tata-zica-dynamic.jpg" style="width: 642px; height: 336px;" />

On the road, the Zica continues to impress. The brand new powertrains are extremely impressive. The diesel is extremely smooth, NVH levels are excellent, and the mid-range is very punchy with 140Nm of peak torque between 1,800 and 3,000rpm. The petrol, meanwhile, loves to rev and is no slouch either. Neither engine has that three-cylinder thrum or uneasiness that you would expect. Impressive again!

Of course, there are always areas for improvement – such as a wider power band for the diesel, and a quicker revving motor for the petrol – but, considering that these engines form the basis for the powertrains that will see Tata Motors through their next stage of development, the future looks quite bright indeed.

I would also have preferred the throws of the gear lever to be shorter and more precise, and the steering rack to be quicker and more direct – but, on the whole, both machines are quite impressive from behind the wheel. The controls and the clutch pedal are light in both cars, and the ride-and-handling balance – a hallmark for Tata Motors – remains spot on.

And so it seems that the Zica can truly take the fight to the likes of the Grand i10, which has been exceedingly successful for Hyundai. Sure the build quality on the Zica could improve further, and there are still some small niggles that need to be sorted – but I’m going to be so bold as to say that this is the first real modern and cutting-edge car from the company.

So, to answer the question at the top of this Tata Zica– yes, the Zica really does herald a new beginning for Tata Motors!

<img alt="New Tata Tiago Rear Three Quarter" class="alignnone size-full wp-image-61815" src="/uploads/2015/12/Tata-Zica-rear-three-quarter.jpg" style="width: 642px; height: 336px;" />

Photography by: Kapil Vashist 

[tabs] 
[tab title="Tata Zica 1.2 Revotron"]

Engine:&nbsp;1,199cc / In-line 3-cylinders / 16 valves

Fuel:&nbsp;Petrol

Transmission:&nbsp;5-Speed Manual / Front Wheel Drive

Power:&nbsp;83bhp @ 6,000rpm

Torque:&nbsp;114Nm @ 3,500rpm

[/tab] 
[tab title="Tata Zica 1.05 Revotorq"]

Engine:&nbsp;1,047cc / In-line 3-cylinders / 16 valves / turbocharged

Fuel:&nbsp;Diesel

Transmission:&nbsp;5-Speed Manual / Front Wheel Drive

Power:&nbsp;69bhp @ 4,000rpm

Torque:&nbsp;140Nm @ 1,800-3,000rpm

[/tab]

[/tabs]

&nbsp;

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

Tata Zica Review, First Drive

The Tata Zica, or the Tata Tiago, is the carmaker's latest entry-level hatchback that follows a contemporary design both inside and out. And I must say, it impresses a lot too. Read the full review here.

Tata Tiago [2016-2020] price starts at ₹ 439990. Check specifications, features, mileage, colours, variants, images, FAQs, news, reviews, and videos.

Tata rolls out 1 lakh units of Tiago

Tata Tiago Long Term Report: September 2017

Tata Tiago XTA AMT launched at Rs. 4.79 lakh

Tata Tiago Long Term Report: August 2017

Tata Tiago crosses 1 lakh bookings

Tata Tiago Long Term Report: June 2017

Tata Tiago Long Term Report: May 2017

Tata Tiago Long Term Report: April 2017

Tata Tiago AMT launched for Rs 5.73 lakh

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Tata

Tata Tiago [2016-2020]

Very practical and spacious

I have used hatchbacks all my life and I am happy to report that this is the first one in which one does not feel like they are sitting in a hatchback. It just has so much space to offer, especially on the rear seat. The boot space is also decent and the car itself is nice to drive. The only thing that becomes a problem is the low fuel efficiency. One needs a lot of restraint to achieve good mileage from this car.&nbsp;

Needs more power

I bought the diesel variant thinking that it will be more speed-friendly and better in feel than the petrol. However, the car is very short on power and feels quite lazy. On the other hand, features like the audio system and navigation app connectivity are very good. There is still much scope for improvement.

Good value for money

This car is really good value for money as it offers good quality interiors which are spacious and comfortable. It is good for both city driving and highway trips as it is stable at high speeds and light to use in heavy traffic. In terms of mileage, the car has performed as expected – giving 18-19 kmpl in city and 25 kmpl on highways. It has been a good purchase overall.

RightHandDriving

1047 CC

1199 CC

Tata has rolled out the 1,00,000th unit of its Tiago hatchback from its manufacturing facility in Sanand, Gujarat. The Tiago has achieved this milestone within approximately 18 months from its launch.

Tata Motors has expanded the Automated Manual Transmission range of its Tiago hatchback.

Catering to the surging demands of automatic hatchbacks in the country, <a href="https://www.autox.com/new-cars/tata/">Tata Motors</a> has launched a new AMT variant of its Tiago hatchback - called the XTA AMT, which slots below the previously available top-end XZA AMT.

The EasyShift AMT - as Tata likes to call it - is a 5-speed unit which is sourced Magneti Marelli. The gearbox also offers users a choice of two driving modes - Sports and City - a feature that remains unique to Tata cars in the budget price segment.&nbsp; There’s also a creep feature, which allows the car to crawl as soon as the brake pedal &nbsp;is being released - which can be helpful on inclines and traffic.

Despite not being the highest level trim, the Tiago XTA comes rather well equipped - with features like rear parking sensors and Tata’s ‘ConnectNext’ infotainment system. Otherwise, powering the Tiago is the same 1.2-litre three-cylinder ‘Revotron’ mill, that produces 85bhp of power and 114Nm of torque. The car is also offered with a diesel engine, however - the diesel is not offered with an AMT option.

The biggest forte of the <a href="https://www.autox.com/new-cars/tata/tiago/">Tata Tiago</a> remains its value-for-money proposition - it remains around Rs. 30,000 cheaper (model to model) from its chief rival - the <a href="https://www.autox.com/new-cars/maruti-suzuki/celerio/">Maruti Suzuki Celerio</a>, which was the first mass market hatchback to come equipped with an AMT gearbox.

Catering to the surging demands of automatic hatchbacks in the country, Tata Motors has launched a new AMT variant of its Tiago hatchback - called the XTA AMT, which slots below the previously available top-end XZA AMT.

Since the time of its launch, the Tiago has consistently been the best-selling model for Tata

In a recent announcement, Tata has announced that the Tiago has now registered more than 1 lakh bookings. The company launched the Tiago in April last year and since then the hatchback has consistently been their best-selling model. More than 65,000 Tiagos have already been sold and Tata says that their production line at Sanand is working at its full capacity.

Speaking about the feat, Mayank Pareek, President, Passenger Vehicles Business Unit, Tata Motors said, "Tiago boasts our new IMPACT design philosophy and has been a game changer for Tata Motors. With its stylish design, enhanced performance and drive dynamics, TIAGO led the company's transformation journey, setting a benchmark in the hatchback segment. We have witnessed a healthy month-on-month growth on the back of a strong demand. The car is making all the right noises in India. We are extremely happy with the response received so far and are confident of achieving more milestones in the months to come."

In the last few years, Tata has worked hard towards changing its brand perception and their new IMPACT design philosophy has been a huge contributor. Moreover, the company has improved quality of its products while retaining its DNA of space and affordability. Tata has consistently managed monthly sales of more than 4,000 units of the Tiago, over the past six months.

The <a href="https://www.autox.com/reviews/car-reviews/tata-tiago-review-first-drive/">Tata Tiago</a> is being sold with petrol as well as a diesel engine option. The 1.2-litre petrol produces 84bhp and 114Nm, while the 1.05-litre diesel puts out 69bhp and 140Nm. Both engines come mated to a 5-speed manual transmission while the petrol also comes with an AMT option.

In a recent announcement, Tata has announced that the Tiago has now registered more than 1 lakh bookings. The company launched the Tiago in April last year and since then the hatchback has consistently been their best-selling model.

Tata Motors has launched the automatic version of the Tiago hatchback in India for a price of Rs. 5.73 lakh (ex-showroom, Mumbai).

Tata has decided to make the Tiago more attractive to customers in India by offering an automatic transmission variant with the hatchback.

The <a href="https://www.autox.com/reviews/car-reviews/tata-tiago-review-first-drive/">Tata Tiago</a> now gets an Automated Manual Transmission (AMT) gearbox mated to the 1.2-litre, three cylinder Revotron petrol engine. The transmission is the Magnetti Marelli system, lifted from the Zest sub-4 metre sedan and features four gear positions – Automatic, Neutral, Reverse and Manual. Just like the Zest, the Tiago AMT also gets two drive modes– Sports &amp; City. The gearbox also gets a creeping function that allows the car to crawl forward as you release the brake pedal without having to use the accelerator pedal. This allows easy drivability in stop and go traffic and parking situations.

<img alt="Tata Tiago AMT Gear Lever" class="alignnone size-full wp-image-94137" height="336" src="/uploads/2017/03/Tata-Tiago-AMT-Gear-Lever.jpg" width="642" />

Mayank Pareek, President, Passenger Vehicles Business Unit, Tata Motors, said, “Since its launch in 2016, the TIAGO - our first product to be launched under the IMPACT design language; stood out as an attractive, innovative and feature loaded car. Besides, due to the continued good response to the TIAGO, we are witnessing a month-on-month growth in the immensely competitive hatchback segment. The TIAGO has been instrumental in the growth of Tata Motors’ brand across the PV market.“

“In line with our commitment of launching products that cater to the need of the ever-evolving customer, we are happy to launch the TIAGO AMT today. We are confident that it will further expand the market for us.” he added.

The Tiago automatic will be available in the XZA variant and is available across all Tata dealerships across the country as of today.

Tata Motors has launched the automatic version of the Tiago hatchback in India for a price of Rs. 5.73 lakh (ex-showroom, Mumbai). Tata has decided to make the Tiago more attractive to customers in India by offering an automatic transmission variant with the hatchback.

As a follow up to the Tiago’s introductory pricing Tata has hiked prices for the hatchback by Rs. 6,000. 

When Tata launched the Tiago with a rather attractive price range stretching between Rs. 3.20 lakh to Rs. 5.54 lakh, it was made clear than these were introductory prices and that prices for the hatchback would be raised at a later point of time. We have now arrived at that point in time and Tata has (albeit cautiously) raised prices for the car by Rs. 6,000.

"Yes, there is a marginal increase in Tiago prices. As you must be aware that we launched the Tiago with an introductory pricing, which usually is offered for around three months but we have extended to five months for our customers," a Tata spokesperson is reported to have said.

The Tata Tiago has received over 30,000 bookings as of now and commands a waiting period of three to four months at the moment. Tata has added a second production shift for the car at its Sanand facility where the Tiago is manufactured in order to meet growing demand.

The Tiago is a very attractively priced and even after considering the price hike we still have to say that considering equipment, design and build quality the <a href="https://www.autox.com/reviews/car-reviews/tata-tiago-review-first-drive/">Tata Tiago</a> continues to be a well priced car. It is one of those cars that bring desirability to a segment and the Tiago does it not just for that but as a good overall product as well. Quite a step ahead for Tata then. But being a new product (especially the brand new 1.05 litre Revotorq diesel engine) we will have to watch out for long term dependability of certain aspects.

The Tiago competes directly with cars such as the Maruti Suzuki Celerio and Chevrolet Beat and is offered with the choice of the above mentioned three cylinder diesel engine and a 1.2 litre three cylinder petrol engine.

Also read:&nbsp;<a href="https://www.autox.com/news/car-news/tata-tiago-amt-to-be-launched-around-festive-season/" target="_blank">Tata Tiago AMT to be launched around festive season</a>

Tata Tiago prices hiked by Rs. 6,000

As a follow up to the Tiago’s introductory pricing Tata has hiked prices for the hatchback by Rs. 6,000.

When Tata launched the Tiago with a rather attractive price range stretching between Rs. 3.20 lakh to Rs. 5.54 lakh,

AMT-equipped version of the Tiago to be launched around September-October, 2016, Expected to be offered with the petrol version initially.&nbsp;

Tata Motors will be introducing the AMT-equipped version of the Tiago around the festive season this year. The homegrown manufacturer is currently testing the Tiago AMT, test mules of which have already been spotted doing the rounds.

Currently the Tata Tiago is available only with manual gearbox in both petrol and diesel versions. And considering its tempting price-tag, the small hatchback is reportedly doing quite well in the market. The Tiago has thus far garnered over 22,000 bookings. Interestingly over 80 per cent of the customers are opting for the petrol version of the hatchback. Based on the market response, our guess is that Tata will introduce the AMT with the petrol variants of the car first.

Powertrain remains unchanged. The petrol version is powered by the same 1.2-litre, 3-cylinder unit developing 83bhp @ 6,000rpm and 114Nm @ 3,500rpm. The diesel version gets a 1.05-litre, 3-cylinder unit producing 69bhp @ 4,000rpm and 140Nm between 1,800 rpm and 3,000rpm. Both come with 5-speed manual gearbox at the moment. The diesel model may also get an AMT at a later stage.

With the Tiago AMT petrol, Tata Motors will also be able to eat into Celerio’s sales since the majority of customers buying the Celerio opt for the AMT version. Also, the Tiago petrol undercuts the Celerio petrol models considerably with its price starting at Rs 3.20 lakh and going up to Rs 4.75 lakh. The Celerio petrol (manual) in comparison is priced between Rs 4.03 lakh and Rs 5.10 lakh (all the prices are ex-showroom, New Delhi).

Also read:&nbsp;<a class="entry-title" href="https://www.autox.com/reviews/car-reviews/tata-tiago-review-first-drive/" rel="bookmark" title="Permalink to Tata Tiago Review: First Drive">Tata Tiago Review: First Drive</a>

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

Tata Tiago AMT to be launched around festive season

AMT-equipped version of the Tiago to be launched around September-October, 2016, Expected to be offered with the petrol version initially. 
Tata

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Skoda Kylaq vs Hyundai i20 N Line vs Maruti Suzuki Fronx Turbo: Best Budget Hot Hatch?

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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