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<p>Toyota Kirloskar Motor Private Limited (TKMPL) was started as a joint venture between the Kirloskar Group and Toyota Motor Corporation in October 1997. It established itself on the Indian automotive landscape in the year 2000. The first ever Toyota car in India was the Qualis, which went on to become a favourite with large, commercial fleet operators and cab aggregators all over the country.</p>

<hr />
<p>Known for its ground-breaking reliability, Toyota Kirloskar Motor Private Limited (TKMPL) has witnessed immense growth in India, evident from the fact that it has become the fourth largest car manufacturer in the country and the popularity of the latest Toyota car models like the Fortuner and Corolla Altis is immense. Its manufacturing facilities are situated in Bidadi and the outskirts of Bengaluru in Karnataka.</p>

<p>With many awards and accolades under its belt, the company plans on further expanding its presence in the country. They uphold the philosophy of continuous improvement (Kaizen) because they believe that there is always scope to do better. It is this philosophy that drives them towards quality, making it a way of life at Toyota.</p>

<p>The tradition at Toyota has always been to provide premium quality cars supported by reliable services to their customers. They ensure that the quality meets the international standards while keeping in mind the local sensitivities. With a relentless pursuit of excellence, the company plans on pushing the envelope in the fields of technology, experience, and design and will ensure that all Toyota cars, in future, benefit the customers and environment, equally.</p>

<p>Toyota makes all types of cars from hatchbacks to sedans to full-size luxury SUVs. As a result, Toyota car prices in India (as of 2018) start from around 5.6 lakh rupees and go up to 1.4 crores for the range-topping model, the Land Cruiser.</p>


<p><em><strong>‘Hybrid’ may not quite be the buzzword that EV has become, but the fact is that hybrids can be both efficient and </strong></em><strong><em>cost effective</em><em>. Here’s Toyota’s new Camry – this time only in </em><em>hybrid</em></strong><em><strong> spec – which demonstrates that hybrids could well be the present-day solution that we’ve been looking for.</strong></em></p>

<p>Electric cars are dominating headlines in the automotive world today. So you can’t blame people for thinking that electric vehicles are the answer to all the difficult questions regarding environment and ecology facing the automobile industry today. Questionable media reporting, especially the inability to distinguish between facts and fantasy by the so-called new-age media, certainly helps fuel such perceptions. And there’s no doubt that the idea of autonomous vehicles makes for a very good story – one that sells like a dream in fact – but haven’t we all been reading about flying cars for a few decades now? The claim that EVs are greener than cars powered by other energy sources, to put it simply, is a gross oversimplification. The situation is a lot more complicated than some would have you believe. But that’s an argument for another day, and one that almost impossible to make in just a couple of pages.</p>

<p>Now, let’s get a few things straight. Air pollution and environmental damage are real problems of today’s world – problems that we can no longer ignore. It’s also a fact that transportation, in all its forms, is a major contributor to this problem. Automobile manufactures have different ideas on how to tackle the problem. Toyota doesn’t think that the pure electric vehicle is the answer for a multitude of reasons. The prohibitive cost of producing electric cars – both in terms of the ecological cost of producing batteries and the cost difference between the production of an ICE-powered vehicle and an electric car – is chief among them. Now, in a country like India, where per capita income levels are still low and private vehicle owners are still highly price sensitive, the problem of cost assumes a dimension that a vehicle manufacturer simply can’t ignore.</p>

<p>The best way forward then is to look for some middle ground – one that exploits the outer limits of fuel efficiency and limits pollution, while keeping the prices of vehicles relatively affordable. The quintessence of this technology in Toyota’s India range is the new Camry Hybrid. Based on the latest Toyota New Generation Architecture (TNGA) platform, this fourth-generation Hybrid vehicle benefits from Toyota’s years of research and experience in hybrid technology.</p>

<p><b>Curves where you least expect them</b></p>

<p>You can’t help but be pleasantly surprised when you take a look at the new Camry. It’s beautifully designed and has a distinctive charm that stands out in a crowd. Sure, the huge plastic grille up front is a bit much, but the car overall is strikingly arresting – especially in profile. A strong shoulder line runs along the sides, adding to the overall character of the design. The deep indent on the rear quarter panel is a particularly impressive piece of engineering. The best view of the car, however, has to be from the rear. The large, swooping taillights and boot lid give it a dash of Italian flair and makes it look very attractive. The large 18-inch wheels fill up the wheel arches nicely and are well-proportioned, endowing the car with a very balanced look.</p>

<p><img alt="2019 Toyota Camry Interior" src="/uploads/2019/01/2019-Toyota-Camry-Interior1.jpg" style="width: 642px; height: 336px;" /></p>

<p>The interior too has been designed very well. The uncluttered layout, with ergonomically placed controls, makes the cockpit elegant and practical. At the centre lies a responsive 8-inch touchscreen multimedia system, which allows you to control both the audio and the navigation system. And while the touchscreen functions quite well, Toyota has been slow in adapting to changing technology in this realm. I’m talking about the absence of Apple CarPlay or Android Auto in the Camry – or in any other Toyota product in India, for that matter – which is disappointing and something that really needs to be remedied in today’s connected world. A nice surprise is the standard-fit HUD display, which projects vital information on the front windscreen in front of the driver and works very well.</p>

<p><b>Fit for a King </b></p>

<p>Now, owners of a product like the Camry in India usually prefer to be chauffeured around, and in that respect, the Camry is simply excellent. There is more than ample space – head, leg and shoulder room – to fit five adults with ease. The seats are incredibly comfortable, and the front seats are ventilated – a fantastic and practical function, given our typical climate.</p>

<p>Another highlight of the new Camry is its extremely quiet cabin. While developing the new architecture, Toyota’s engineers worked extensively towards making the cabin a very quiet place to spend time in – this is also evident in the new Lexus ES, with which the Camry shares its platform. In simple terms, the isolation from the outside environment and the NVH (noise, vibration and harshness) levels of the car are class-leading.</p>

<p>At the rear, the new Camry features a double-wishbone suspension, while at the front it has traditional McPherson struts – all of which gives it absolutely fantastic ride quality. In terms of equipment, the Camry doesn’t leave you wanting for anything either – for the standard equipment list is very comprehensive and features nine airbags, the usual bevy of active and passive safety systems, a nine-speaker JBL audio system, LED headlights and an adjustable rear seat that you can recline for additional comfort. And, for the benefit of rear-seat passengers, the central armrest in the back features controls for the air conditioning and even the rear power sunshade.</p>

<p><img alt="New Toyota Camry Front Quarter" src="/uploads/2019/01/2019-Toyota-Camry-motion-front-quarter1.jpg" style="width: 642px; height: 336px;" /></p>

<p><b>Not exactly a driver’s car</b></p>

<p>Now, let’s be honest, the new Camry is not a driver’s car – but it not posing as one. The 2.5-litre Atkinson cycle engine is paired to a single electric motor, and the battery for the Hybrid system is mounted below the rear seat. And while the car has a CVT transmission – a technology I don’t particularly like – it has a trick up its sleeve that hugely reduces the rubber band effect associated with CVT gearboxes. Yes, you guessed right, lots of torque! And the reason is simple, as the electric motor produces bundles of torque from virtually zero rpm, which means that every time you push the car both the engine and electric motor deliver torque to the front wheels – making the car very responsive. While Toyota hasn’t disclosed the total torque output of the Hybrid engine, what it has disclosed is that the Camry’s powerplant – engine and electric motor combined – produces 215bhp, which is plenty to power the car comfortably.</p>

<p>The Camry also offers a pure EV mode thanks to the hybrid system. What this means is that in stop-start traffic and at slow speeds – like pulling out of a parking lot – the engine is not engaged, and the car is propelled solely by battery power. Also, thanks to the kinetic energy recovery system, the battery is constantly charged when the car coasts or the driver uses the brakes. The engine, when pushed – such as under full acceleration – not only powers the front wheels but also charges the battery at the same time. This effectively means that the Camry’s Hybrid system is charged by the engine and other on-board systems, and so the car doesn’t need to be plugged for the battery to be recharged.</p>

<p><b>Proof of the pudding </b></p>

<p>However, the proof of the pudding lies in the eating, and the efficiency gains of the Camry can be clearly assessed by looking at its fuel efficiency figures. In about 200 kilometres of driving, despite my not so efficient right foot, the Camry comfortably averaged between 16 and 17km/l – something that’s unheard of for a petrol-powered car of its size. So, I think achieving efficiency figures of 18 to 19km/l wouldn’t be very difficult. The official ARAI fuel efficiency figure of the Camry is just over the 23km/l mark.</p>

<p>To sum it up, the Camry Hybrid offers a level of practicality that EVs, at least at this point, can’t match. The Camry provides a luxury car experience while offering small car efficiency, which is a great combination. And, of course, in that process it manages to limit its emissions to a minimum as well.</p>

<p>Priced at ₹&nbsp;36.95 Lakh (ex-showroom), the Camry Hybrid offers a massive amount of bang for your buck – whether from a perspective of space, comfort, features or even environmental friendliness. The only thing that might work against the Camry would be the fact that you can also squeeze yourself into a German luxury brand at this price point. And, of course, at this price, the Camry isn’t for everyone. So, it’s numbers – and the resulting environmental impact – will be small. But, in every objective respect, the new Camry is a fantastically capable vehicle, which is hard to match in terms of comfort and environmental friendliness.</p>

<p>https://www.youtube.com/watch?v=04lyMm1YmHM</p>

<p>[tabs]</p>

<p>[tab title="<b>Toyota Camry 2.5 Hybrid</b>"]</p>

<p><strong>Engine:</strong>&nbsp;2,487cc / 4-Cylinder / Petrol-Hybrid</p>

<p><strong>Fuel:</strong>&nbsp;Petrol</p>

<p><strong>Power:&nbsp;</strong>118bhp @ 4,000rpm</p>

<p><strong>Battery Type:</strong> Nickel-Metal Hydride</p>

<p><strong>Price: </strong>Rs. 36.95 Lakh (Ex-Showroom)</p>

<p><strong>X-Factor:&nbsp;</strong>If you’re looking for a supremely comfortable sedan that’s also eco-friendly, the new Toyota Camry is virtually unmatched in its segment.</p>

<table cellpadding="1" cellspacing="1">
	<tbody>
		<tr>
			<td>
			<p><strong>Pros &nbsp;</strong>&nbsp; &nbsp;&nbsp;&nbsp; &nbsp;&nbsp;&nbsp;</p>

			<ul>
				<li>Fantastic ride</li>
				<li>Very fuel efficient</li>
				<li>Limited emissions</li>
			</ul>

			<p>&nbsp;</p>
			</td>
			<td valign="top">
			<p><strong>Cons</strong></p>

			<ul>
				<li>Competes on price with the Germans</li>
			</ul>
			</td>
		</tr>
	</tbody>
</table>

<p>[/tab]</p>

<p>[/tabs]</p>


Toyota Camry Review: First Drive

The Toyota Camry has always been known for delivering a commendable chauffeur-driven experience while saving some fossil fuel. The updated Camry is absolutely striking and it really stands out in the crowd. Let's see for how it drives now, shall we?

Toyota Camry [2019-2021] price starts at ₹ 4059000. Check specifications, features, mileage, colours, variants, images, FAQs, news, reviews, and videos.

Toyota Camry facelift to be launched soon

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Toyota

Toyota Camry [2019-2021]

RightHandDriving

2487 CC

2494 CC

<p><strong>Toyota India is updating its flagship sedan, the Camry, with some styling tweaks and new features. As it is a mid-life update, do not expect a change in platform and drivetrain options.</strong></p>

<p>It has been confirmed that Toyota will soon introduce the Hilux in India. Alongside the new pickup truck, the Japanese brand will also launch the updated Toyota Camry in the Indian market. Toyota has teased the upcoming luxury sedan digitally, and the launch is expected by the second half of January 2022.</p>

<p>The changes are likely to be limited to aesthetics. The 2022 Camry will sport minor tweaks in its styling, which will mostly include changes to the bumper, grille, and headlamp design. The cabin could see minor updates, and Toyota could add a few features into the mix.</p>

<p><img alt="2022 Toyota Camry Hybrid Rear Three Quarter Static" height="720" src="/uploads/2022/01/2022-Toyota-Camry-Hybrid-rear-three-quarter-static.jpg" width="1280" /></p>

<p>There are good chances that the powertrain will be the same as the outgoing model. Currently, the Camry uses a 2.5-litre NA four-cylinder petrol engine, paired with an electric motor. The petrol engine is good enough for 175bhp, while the electric motor can put out 118bhp; but together, the hybrid system puts out 215bhp. The gearbox on offer is a CVT.</p>

<p><img alt="2022 Toyota Camry Hybrid Dashboard Design Details" height="720" src="/uploads/2022/01/2022-Toyota-Camry-Hybrid-dashboard-design-details.jpg" width="1280" /></p>

<p>The price of the new Toyota Camry is likely to be Rs 42 – 43 lakh (ex-showroom). At this pricing, expect the new luxury sedan to have a features list on a par with the competition. One key rival of the Camry is the Accord; however, Honda India pulled the plug on its flagship sedan many months ago.</p>

<p>Now, the Camry will see stiff competition from European sedans, such as the Skoda Superb, Audi A4, Mercedes-Benz C-Class, and BMW 3 Series.</p>

<p><strong>Also Read:</strong></p>

<p><a href="https://www.autox.com/news/car-news/toyota-hilux-spied-india-launch-soon-110486/">Toyota Hilux spied; India launch soon</a></p>

<p><a href="https://www.autox.com/news/car-news/toyota-yaris-hatchback-spied-on-test-110430/">Toyota Yaris hatchback spied on test</a></p>

<p>https://www.youtube.com/watch?v=fhEsC1oku2w</p>


Toyota India is updating its flagship sedan, the Camry, with some styling tweaks and updated features. As it is a mid-life update, do not expect a change in platform and drivetrain options.

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<p>
I’m sure I don’t have to tell you that I’ve been waiting for this moment for a long time!</p>

<p>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.
      
    <br></p>
  
<p>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.</p><p><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;"></p>

<p>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.</p><p><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;"></p><p>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.</p>

    
  
    
  


<h2>So, what’s all the fuss about?</h2>

<p>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. </p><p><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;"></p><p>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.</p><p>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.</p>

    
  
    
  


<h2>So, what’s under the hood?</h2>

<p>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.</p><p><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;"></p><p>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.</p>
  
    
  


<p>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.
      
<br></p>
  
<h2>So, what’s it like from behind the wheel?</h2>

<p>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.</p>

<p>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.</p><p><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;"></p><p>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.</p><p><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;"></p>

    
  


<p>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.</p>

<p>Job well done Ferrari! Thank you for flying the V12 flag – may you continue to do so for a long time to come…</p>




<p>[tabs]</p>

<p>[tab title="<strong>Ferrari 12Cilindri Spider</strong>"]</p>

<p><strong>Engine:</strong> 6,496cc V12 (Dry Sump)  </p>

<p><strong>Transmission:</strong> 8-speed DCT</p>

<p><strong>Power:</strong> 819bhp </p>

<p><strong>Torque:</strong> 678Nm</p>
 
<p><strong>Acceleration:</strong> 0-100km/h 2.95 sec</p> 

<p><strong>Fuel:</strong> Petrol</p> 

<p><strong>Price:</strong>&nbsp;Rs 9.15 Crore Ex-showroom</p>

<p><strong>X-Factor:&nbsp;</strong><em>Supremely engineered. Stupendously fast. Stunningly beautiful.</em></p>

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	<tbody>
		<tr>
			<td>
			<p><strong>Pros &nbsp;</strong>&nbsp; &nbsp;&nbsp;&nbsp; &nbsp;&nbsp;&nbsp;<br>
			•&nbsp; As fast &amp; versatile as anything ever conceived. </p>

			</td>
			<td>
			<p><strong>Cons</strong><br>
			• Only for the extremely well heeled. </p>
			</td>
		</tr>
	</tbody>
</table>

<p>[/tab]</p>

<p>[/tabs]</p>


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.

<p>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.</p><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>
  <p><br></p><h2>KTM 390 Adventure First Ride Review: Design and Quality<br></h2><p>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.</p><p><strong>Also Read:&nbsp;</strong><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></p><p>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.</p><p><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;"></p>
  <p>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;</p><p><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;"></p><p>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.<br></p><h2>KTM 390 Adventure First Ride Review: Ergonomics and Features<br></h2><p>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!</p>
<p>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.</p><p><strong>Also Read:</strong>&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></p><p><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;"></p><h2>KTM 390 Adventure First Ride Review: Performance and Handling<br></h2><p>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.</p>
<p>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.</p><p><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;"></p><p>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.</p><p><strong>Also Read:</strong>&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></p><p>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.</p><p><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;"></p><p>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.</p><p><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;"></p><p>
    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.</p><p><strong>Also Read:</strong>&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></p><h2>KTM 390 Adventure First Ride Review: Verdict<br></h2><p>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.</p><p><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;"></p><p>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.<br></p>

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.

<p>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?</p>

<p><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></p>

<h2>2025 Ather 450X Review: New Modes and Regen</h2>

<p>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.</p>

<p><strong>Also Read:</strong>&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></p>

<p>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.</p>

<p><img alt="2025 Ather 450X Off Road" src="/uploads/2025/01/2025-Ather-450X-off-road.jpg" style="width: 1280px; height: 720px;" /></p>

<p>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.</p>

<p><img alt="2025 Ather 450X Tyres" src="/uploads/2025/01/2025-Ather-450X-tyres.jpg" style="width: 1280px; height: 720px;" /></p>

<p>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.</p>

<h2>2025 Ather 450X Review: Colour Options and UI Updates</h2>

<p>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.</p>

<p><img alt="2025 Ather 450X Screen" src="/uploads/2025/01/2025-Ather-450X-screen.jpg" style="width: 1280px; height: 720px;" /></p>

<p>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.</p>

<h2>2025 Ather 450X Review: Is it better?</h2>

<p>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.</p>

<p><img alt="2025 Ather 450X Riding" src="/uploads/2025/01/2025-Ather-450X-riding.jpg" style="width: 1280px; height: 720px;" /></p>

<p>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.</p>

<p><strong>Also Read:</strong>&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></p>

<p>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.<br />
&nbsp;</p>

<p>&nbsp;</p>

<p>[tabs]</p>

<p>[tab title="<strong>2025 Ather 450X</strong>"]</p>

<p><strong>Motor:</strong> Permanent Magnet AC</p>

<p><strong>Battery:</strong> 3.7kWh</p>

<p><strong>Power:</strong> 8.4BHP</p>

<p><strong>Torque:</strong> 26NM</p>

<p><strong>Price:</strong> ₹1.87 Lakh (Ex-showroom Bengaluru)</p>

<p><strong>X-Factor:&nbsp;</strong><em>The most fun and feature-rich e-scooter</em></p>

<table cellpadding="1" cellspacing="1">
	<tbody>
		<tr>
			<td>
			<p><strong>Pros &nbsp;</strong>&nbsp; &nbsp;&nbsp;&nbsp; &nbsp;&nbsp;&nbsp;<br />
			•&nbsp; Quick</p>

			<p>•&nbsp; Smart Design</p>

			<p>•&nbsp;&nbsp;Magic Twist!</p>
			</td>
			<td>
			<p><strong>Cons</strong><br />
			• Laggy UI</p>

			<p>•&nbsp;Range</p>
			</td>
		</tr>
	</tbody>
</table>

<p>[/tab]</p>

<p>[/tabs]</p>


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