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<p>Founded in 2007, Volkswagen India Pvt Ltd is a division of the Volkswagen Group India. While the Volkswagen Group’s presence in the Indian market can be traced back to 2001, Volkswagen India began its operations much later. The company received tons of recognition for their German reliability and robust build quality.</p>

<hr />
<p>The Passat was the first car to make its debut in India, and was ushered in as a CKD unit. The launch of the Jetta sedan that happened in 2008, was then followed by the Polo in the coming year, and then the Vento, the year after that.</p>

<p>Almost immediately, the Polo garnered unprecedented attention from the younger generation who made it their preferred choice for a hatchback. While the Polo became hugely popular with the younger crowd, the Vento emerged as a worthy competitor to the likes of Honda City and the Hyundai Verna. 2009 also saw the addition of two new Volkswagen car models in India, the Beetle and the rugged Touareg SUV.</p>

<p>Volkwagen has quite a range of cars on sale here in India, that include the Polo, Ameo, Vento, Passat and Tiguan. Based in Chakan, the production facility is spread over 575 acres. Volkswagen cars India’s headquarters are based in Pune.</p>

<p>The company currently has 120 dealerships and above, across India. After the launch of the Ameo, the company now has a stronger presence.</p>

<p>Volkswagen car prices (as of 2018) commence from around 5.4 lakh rupees for the Polo, further signifying the brand’s image amongst premium carmakers. Therefore, all Volkswagen cars are worth a dime.</p>


<p><em>The VW Polo gets a much-needed change of heart. Out goes the 1.2 litre three-pot diesel, replaced by a far more refined 1.5 litre power unit that’s been developed specifically for India. So, what’s it like to drive then? We do our&nbsp;Volkswagen Polo 1.5 TDI&nbsp;to find out.</em></p>

<p>Volkswagen is quickly learning that, in India, brand alone won’t drive cars out of showroom lots. They need upgraded products, and they need to take note of customer feedback. The result of all this introspection is what you see here – a refreshed Polo for 2014.</p>

<p>This hatchback initially created a frenzy when it was launched in 2010, as it was the most affordable way to flaunt the VW badge. But, in time, sales began to dwindle as competition became more intense. The Polo’s Achilles heel has always been the three-cylinder 1.2-litre diesel, which was unrefined and lacked power. To solve this problem, Volkswagen has plonked a 1.5-litre four-cylinder turbo-diesel engine in the engine bay of the Polo. This is a smart move, as the engine is a modified version of the 1.6-litre that powered the Polo GT TDI and still does duty in the Vento. Since the 1.5 TDI enjoys excise benefits, it ensures that the price remains affordable. The price tag is still premium however. So, is it justified? Read our&nbsp;Volkswagen Polo 1.5 TDI to know.</p>

<p><img alt="Volkswagen Polo 1.5 TDI Side Profile" class="alignleft size-full wp-image-29318" src="/uploads/2014/08/vw-polo-tdi-aug-2014-pic2.jpg" style="width: 700px; height: 375px;" title="VW Polo" /></p>

<p>Well, let’s start with the looks. Since this is entirely personal, we won’t get too entangled in this subject – except to say that the Polo always looked muscular and Germanic in its appearance thanks to its clean lines. The nose and bumpers have been tweaked slightly, while the twin pod headlamps add some visual dynamism. The chrome strips on the front grille and bumper give it a refreshed look, while the new fog lamps do add a premium touch to the Polo. The car we had for our&nbsp;VW Polo 1.5 TDI&nbsp;also had&nbsp;a nice new set of 15-inch alloys.</p>

<p>Step inside and the new flat bottom steering wheel catches the eye. The leather wrapped wheel now gets piano black inserts, and the toggles and buttons are of premium quality. The centre console now has an silver painted surround that livens things up a bit, while Bluetooth, USB and auxiliary ports, as well as voice command features all come as standard. The red multi-functional display in the instrument cluster is now white with a larger font size, which makes it far more readable than before.</p>

<p>The most notable change for us during our Polo 1.5 TDI, though, is under the hood. Fire up the new 1.5 litre engine, and you hardly notice any noise from under the hood. Step on the pedal and you instantly realise just how much more refined this engine is over its replacement. In fact, it’s even more refined than the 1.6 on which it’s based. While there’s still a hint of turbo lag below 1,800rpm, the power delivery is now far more linear than before. It has a strong mid-range, which builds without any fuss all the way till 5,000rpm. The 1.2 would wake up abruptly only once the needle crossed the 2,000rpm mark, and it would proceed to run out of steam shortly thereafter. This powerplant is in another league altogether. And while the gearbox is still a little notchy, the next gear engages far more easily thanks to the refined nature of the powertrain.</p>

<p><img alt="New Volkswagen Polo 1.5 TDI Engine Bay" src="/uploads/2014/08/vw-polo-tdi-aug-2014-pic4.jpg" style="width: 700px; height: 375px;" title="VW Polo" /></p>

<p>So, this new spruced up Polo gets exactly what it needs in the form of this new 89bhp diesel motor that also keeps a keen eye on fuel economy. VW’s claimed figure is 20.14km/l, however the on-board readout showed a real-time figure of a little above half that with some spirited in-city driving. Nevertheless, the new Polo is now free from the annoying power surge and vibrations of its predecessor – especially during idle. And the best part is that the rpm needle hits the redline without a whimper. In the past, VW has also been criticised for being too conservative with the Polo’s interiors, but now it comes equipped with all kinds of bells and whistles. Moreover, the Polo still remains the most well built hatchback, and continues to provide the best ride and handling in its segment. Of course, question marks still remain when it comes to after sales and service – although VW is working very hard to make the customer experience a positive one.</p>

<p>The Polo clearly continues to earn its premium tag. Its build quality is class leading, and it certainly does have a Teutonic feel. The question is, do Indian buyers value those traits enough to sign on the dotted line?</p>

<p>[tabs]<br />
[tab title="VOLKSWAGEN POLO 1.5 TDI"]</p>

<p><strong>Engine:</strong> 1,498cc / 4 Cylinders / 16 valves / Turbocharged<br />
<strong>FUEL:</strong> Diesel<br />
<strong>Transmission:</strong> 5-speed manual / Front-wheel drive<br />
<strong>Power:</strong> 89bhp @ 4200rpm<br />
<strong>Torque:</strong> 230Nm @ 1500-2500rpm<br />
<strong>Price:</strong>&nbsp;6.27-7.37 lakhs (ex-showroom, Delhi)</p>

<p>[/tab]</p>

<p>[/tabs]</p>


Volkswagen Polo 1.5 TDI Review, Test Drive

With a new heart, the Volkswagen Polo 1.5 TDI also gets minor tweaks inside and out that differentiates it from its predecessor. But the question remains to be, is the 1.5 diesel enough to lure the diesel-heads? Let's find out.

<p><em>When a car is this much fun to drive, you really don’t mind the fact that it’s powered by diesel!</em></p>

<p>I was following Ronny Wechselberger – the VW Polo R Cup driver coach – who was driving the Polo TSI race car as the lead vehicle. I stuck the Volkswagen Polo GT TDI that I was in into third around T4 of the BIC, and I was surprised at the way it picked up pace – it was extremely swift, er, no, I mean quick! Usually, at the end of the back straight, you’d shift down into second to get good drive out in a petrol car. Even in some diesels that we’ve driven around the track, we keep experimenting between 2nd and 3rd gear around that corner – and, mostly due to the lack of grunt owing to turbo lag, second is the preferred gear. But the Volkswagen Polo GT TDI was more than eager in third during our Volkswagen Polo GT TDI, which was surprising.</p>

<p><img alt="Volkswagen Polo GT TDI Steering Wheel" class="alignleft size-full wp-image-19980" src="/uploads/2013/11/driven-volkswagen-polo-gt-tdi-november-2013-pic2.jpg" style="width: 700px; height: 375px;" /></p>

<p>I raise my hat in appreciation to Volkswagen for being brave, and launching two relatively hot versions of the Polo as a GT in two trims – TSI and TDI. Boy racers would be chuckling.</p>

<p>We noticed during our Volkswagen Polo GT TDI that the car doesn’t look any different from a bog standard Polo. Same overall shape, same lights and same grille (except the addition of a GT badge on it) – it really doesn’t do justice to the 8-lakh-plus price tag. If only my tirades were to be heard loud-and-clear – VW should give it a sportier body-kit as standard. Skirts, revised bumpers, slightly bigger exhaust muffler, deeper air intakes and a spoiler – add about 50 grand for all this stuff, and the customer will shell out that money willingly. If a person has the (good) sense of putting down 8 lakhs on a hatchback, I’m assuming he’ll without doubt stretch to 8.5 lakhs to make his much more entertaining GT stand out from the regular Polo.</p>

<p>The Volkswagen Polo GT TDI is as similar on the inside to the standard Polo as it is on the outside – that’s to say it’s mostly the same. The quality is top-of-the-game stuff, and the layout is simple and straightforward. But the essence of the Volkswagen Polo GT TDI is in the way it drives, and that’s what makes me smile as I type this.</p>

<p><img alt="New Volkswagen Polo GT TDI Gear Lever" class="alignleft size-full wp-image-19978" src="/uploads/2013/11/driven-volkswagen-polo-gt-tdi-november-2013-pic4.jpg" style="width: 700px; height: 375px;" /></p>

<p>The Volkswagen Polo GT TDI has the same 1.6-litre diesel engine that does duty in the Vento and Rapid. That means there’s now 103bhp on tap and 250Nm – that makes the Volkswagen Polo GT TDI the most powerful diesel hatchback in the country today. What does that translate to? Well, lot of smiles, if you will.</p>

<p>The paradox of the Volkswagen Polo GT TDI is that there’s absolutely no sense of relation between the engine performance and the tyres and suspension setup. No, in fact, I can still live with the slightly softly tuned suspension as it soaks up the bumps beautifully well, but the tyres really don’t do any justice to this little gem of a car. Do me a favour – buy this car and instantly upsize the footprint on it. That’ll give you a much more rewarding experience.</p>

<p>But even in its bone dry trim, the&nbsp;car was huge fun all throughout our VW Polo GT TDI. The gearbox is delightfully slick and precise, and the power is ready to attack on your command. The lack of torque at really low revs does hurt, but then you won’t really be at low revs for too long in this car, I assure you that. The steering is superb – great feedback, super feel, and feels just right to hold. It’s a car that, I think, will do a 0-100km/h in under 10 seconds. That’s fast in its segment, and, around the BIC we were screeching the tyres all the time. Turn in and keep the throttle pinned because you know full well that the chassis is so reactive that it’ll stick and get you around. It’ll also snap quite readily if you get naughty with it. It’s just huge fun, the Volkswagen Polo GT TDI. I’d love to live with one. VW – can we have it as a long term?</p>

<p><img alt="2013 Volkswagen Polo GT TDI Engine" class="alignleft size-full wp-image-19974" src="/uploads/2013/11/driven-volkswagen-polo-gt-tdi-november-2013-pic8.jpg" style="width: 700px; height: 375px;" /></p>


Volkswagen Polo GT TDI Review, Test Drive

For all the boy racers, Volkswagen has launched the hot-shod version of the Polo, the GT in TDI and TSI counterparts. We put the GT TDI through its paces on the BIC, and yes it's extremely engaging!

Volkswagen Polo [2016-2019] price starts at ₹ 571500. Check specifications, features, mileage, colours, variants, images, FAQs, news, reviews, and videos.

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Volkswagen

Volkswagen Polo [2016-2019]

Having since 5 years

<p>I bought Polo 5 years ago, not a single issue. Maintenance is slightly costly, but car is performing greatly and family enjoys this more than our bigger vehicle.&nbsp;</p>


No service issues

<p>The service centre is very good. They attend to customers all the time, and workforce is very efficient. My bill has never crossed 5k till date.</p>


Solid body

<p>Recently met with accident on the way to highway, the car hit a autorickshaw. Very minor body repairs. Costed me 25k.</p>


RightHandDriving

1498 CC

999 CC

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

<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>

<table cellpadding="1" cellspacing="1">
	<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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