<p>There are a few things the world didn’t know it needed – until they arrived. Artificial Intelligence is one. Just a few years ago, many dismissed it; today, the same sceptics rely on it for even the tiniest daily tasks. A high-performance single-cylinder supermoto from Ducati, in India’s multi-cylinder-obsessed market, is another.</p>

<p>We already had the mad Hypermotard 950, but Ducati decided we needed another reminder of what it’s capable of. Enter the Hypermotard 698 Mono. This motorcycle isn’t about sensible choices like the Kawasaki Z650, the refined inline-four charm of the Honda CBR650R, or even the brilliantly balanced Triumph Trident 660 (which, full disclosure, I own – so yes, there might be some bias). No, the Hypermono is the wild card – the bike that scoffs at practicality, lives with one wheel always in the air and thrives on sheer madness. It’s built to thrill, to scare, and to leave you with a grin stretching wide beneath your helmet.</p><iframe width="400px" height="345px" src="https://www.youtube.com/embed/9KhLyntizHk" frameborder="0" allowfullscreen=""></iframe>



<div style="width: 100%; height: auto;" class="post-image">But here’s the kicker — at ₹16.5 lakh (ex-showroom), can this distilled dose of lunacy justify its steep price tag, especially when the larger Hypermotard 950 costs less?</div>



<h2>Ducati Hypermotard 698 Mono Review: What Makes It Different?</h2>

<p>Forget the conventional superbike design; the Hypermono is pure, unfiltered supermotard – tall, lean, and unapologetically aggressive. It may be an acquired taste for Indian buyers used to lower, fully-faired machines, but its Ducati DNA is unmistakable, even within its stripped-down, utilitarian aesthetic. It has presence, no doubt – it turns heads wherever it goes – even if most people don’t immediately recognise it as a Ducati. That striking Rosso Ducati Red adds to the appeal; however, it’s the only colour option available in India.</p>
<p><img src="https://images.autox.com/uploads/2025/06/Ducati-Hypermotard-698-Mono-Stand-View-1749461283506.webp" alt="Ducati Hypermotard 698 Mono-Stand-View.jpg" style="width: 100%; height: auto;"></p>





<p>Look closer, and you’ll see top-shelf components – chunky 45mm fully adjustable Marzocchi forks up front and a fully adjustable Sachs monoshock at the rear, all of which scream performance and quality.</p>

<p>But a word of warning: it’s tall. With a seat height of 904mm and 235mm of ground clearance, shorter riders (myself included, at 5’6”) will find themselves on tiptoes. The real surprise, though, is its weight. At just 159kg (ready to ride), it’s significantly lighter than my Trident, or anything else in its class, making it feel incredibly nimble and effortless to throw around once you’re moving.</p>

<p>When it comes to features, it’s a bit of a mixed bag. You get full LED lighting, but the 3.8-inch LCD display, though clear and functional, feels dated at this price point, especially when most rivals offer full-colour TFTs. Ride mode changes can be fiddly, but, thankfully, the system remembers your preferences (Sport mode, TC off, ABS off, in my case).</p>
<p><img src="https://images.autox.com/uploads/2025/06/Ducati-Hypermotard-698-Mono-Headlight-1749461400474.webp" alt="Ducati Hypermotard 698 Mono-Headlight.jpg" style="width: 100%; height: auto; vertical-align: top;"></p>
<p>As for practicality, the 12-litre fuel tank is respectable. You’ll get around 150 – 200km if you’re being gentle, but that number drops fast if you ride it the way Ducati intended. One gripe, though: some exposed wiring and open frame sections feel at odds with the bike’s otherwise premium build. It’s not a deal-breaker, but at this price, you expect perfection, and here, it falls just a little short.</p>







<h2>Ducati Hypermotard 698 Mono Review: The Superquadro Mono Experience</h2>

<p>Now we come to the star of the show, that glorious new 659cc Superquadro Mono engine. Essentially one-half of a 1299 Panigale (1,285cc) V-twin, this motor is nothing short of a masterpiece. With 77.5bhp at 9,750 rpm and 63Nm of torque, it’s officially the most powerful production single out there, and it feels every bit as wild as it sounds.</p>
<p><img src="https://images.autox.com/uploads/2025/06/Ducati-Hypermotard-698-Mono-Rear-Suspension-1749461499788.webp" alt="Ducati Hypermotard 698 Mono-Rear-Suspension.jpg" style="width: 100%; height: auto; vertical-align: top;"></p>
<p>But here’s the kicker — it’s not just a fire-breathing one-trick pony. The engine is surprisingly tractable. Thanks to Ducati’s signature Desmodromic valvetrain, it revs in a way no other single-cylinder engine ever has. There’s a strong, linear surge as you roll on the throttle, but once you cross that 4,500 to 5,000 rpm threshold, the shove intensifies, and the exhaust note evolves from a throaty howl into an aggressive, almost primal bark. It’s addictive. It’ll catch you off-guard if you’re not ready, and you’ll find yourself chasing that sensation again and again.</p>







<p>Overall, the power delivery is savage. First gear? Instant wheelie. Second? Still wants to lift. And yet, it’s surprisingly usable, pulling hard across the rev range, thanks in part to short gearing. It’ll scream up to 160 – 170km/h in the higher gears without breaking a sweat, but make no mistake: this bike isn’t built for highway droning. It’s happiest carving through tight corners, chasing apexes, or darting through city gaps.</p>
<p><img src="https://images.autox.com/uploads/2025/06/Ducati-Hypermotard-698-Mono-Motion-1749461375197.webp" alt="Ducati Hypermotard 698 Mono-Motion.jpg" style="width: 100%; height: auto; vertical-align: top;"></p>
<p>The electronics suite is solid – cornering ABS, traction control, and wheelie control. But despite all that, the Hypermono feels raw and untamed. In traffic, it’s a handful. Heat, vibrations, and its restless eagerness make it clear — this is not a bike that likes to be ridden slow.</p>








<p>But give it just the smallest gap, and it transforms into an urban missile – launching hard off the line and easily leaving its multi-cylinder competition in the dust. It demands respect, though. Ride it wisely, and it rewards you by sharpening your skills, keeping you alert, and delivering a constant hit of adrenaline.</p>



<p>If there’s one area where its rivals hold an edge, it’s in terms of the symphony of sound –the Mono falls a bit short in this area. But for everything else, the Hypermotard 698 Mono isn’t just up for the task, it turns every ride into an event. And in a market like India, isn’t that exactly what a superbike should do?</p>

<h2>Ducati Hypermotard 698 Mono Review: But Can It Dance as Well as It Screams?</h2>

<p>The chassis is more than up to the task. The long-travel Marzocchi and Sachs suspension – 215mm up front and 240mm at the rear – delivers a surprisingly plush ride, especially for Indian city roads. In fact, it’s more forgiving than many stiffly-sprung 600cc sportbikes. Yet, despite the travel and comfort, the Hypermono remains incredibly nimble and razor-sharp in its responses.</p>
<p><img src="https://images.autox.com/uploads/2025/06/Ducati-Hypermotard-698-Mono-Seating-1749461414289.webp" alt="Ducati Hypermotard 698 Mono-Seating.jpg" style="width: 100%; height: auto;"></p>
<p>The grip is handled brilliantly by the Pirelli Diablo Rosso IV tyres, which stick like glue and inspire confidence even when you’re pushing hard. As I mentioned earlier, the biggest advantage the Hypermono holds over its rivals is its weight. It feels featherlight and eager, almost daring you to take liberties with it. The kind of bike that makes every rider feel like they can overcome any challenge with precision.</p>
<p><img src="https://images.autox.com/uploads/2025/06/Ducati-Hypermotard-698-Mono-alloy-wheel-1749461305296.webp" alt="Ducati Hypermotard 698 Mono-alloy-wheel.jpg" style="width: 100%; height: auto;"></p>
<p>Adding to that confidence are the Brembo brakes, which deliver phenomenal stopping power and feel. No, this isn’t a machine honed for traditional track domination like some of its multi-cylinder rivals. But it thrills in its own way – corners become invitations to slide the rear, exits become opportunities to loft the front wheel. If there’s one chink in its otherwise impressive armour, it’s a hint of instability at high speeds. But honestly, that’s a small price to pay for the kind of flickability and playful character this chassis brings to the table.</p>






<h2>Ducati Hypermotard 698 Mono Review: Is It Worth the Moolah?</h2>

<p>The Hypermotard 698 Mono is an acquired taste, but once it hooks you, it’s pure addiction. No other road-legal machine offers this particular blend of raw, wheelie-popping, slide-happy fun. It’s gloriously impractical, unapologetically wild, but if your riding soul craves something feral, something that channels your most unhinged instincts, the Hypermono is simply intoxicating.</p>
<p><img src="https://images.autox.com/uploads/2025/06/Ducati-Hypermotard-698-Mono-Rear-View-1749461297057.webp" alt="Ducati Hypermotard 698 Mono-Rear-View.jpg" style="width: 100%; height: auto; vertical-align: top;"></p>
<p>At ₹16.5 lakh (ex-showroom), its price is the unavoidable elephant in the room. Personally, if it sat a few lakh lower – closer to bikes like the Trident – it would be nearly impossible to resist. It’s not for everyone. But for those who get it – it’s the finest kind of madness money can buy.</p>







<p>[tabs]</p>

<p>[tab title="<strong>Ducati Hypermotard 698 Mono</strong>"]</p>

<p><strong>Engine:</strong> 659cc Single-Cylinder</p>

<p><strong>Transmission:</strong> 6-Speed</p>

<p><strong>Power:</strong> 77.5bhp </p>

<p><strong>Torque:</strong> 63Nm</p>

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

<p><strong>Price:</strong> ₹16.50 Lakh (Ex-showroom)</p>

<p><strong>X-Factor:&nbsp;</strong><em>The Superquadro Mono delivers an experience which is raw, agile, wheelie-popping hooliganism at its finest.</em></p>

<table cellpadding="1" cellspacing="1">
    <tbody>
        <tr>
            <td>
                <p><strong>Pros &nbsp;</strong>&nbsp; &nbsp;&nbsp;&nbsp; &nbsp;&nbsp;&nbsp;<br>
                    •&nbsp; Raw power, weight, comfort</p>

            </td>
            <td>
                <p><strong>Cons</strong><br>
                    • Price, fit &amp; finish</p>
            </td>
        </tr>
    </tbody>
</table>

<p>[/tab]</p>

<p>[/tabs]</p>

Ducati Hypermotard 698 Mono Review: ADHD Inducing

Attention-Demanding Hyperactivity Disorder – that’s what you’ll develop if you live with the Ducati Hypermotard 698 Mono long enough. Here’s why it’s so dangerously addictive.

<p>When Suzuki invited us to test ride their first electric scooter, the e-Access, I certainly didn’t expect to find myself on a go-kart track. You see, the e-Access is a commuter scooter with a top speed limited to 71km/h, so I was expecting to test it on city streets. But there I was on the go-kart track, zipping around tight corners and short straights, with about 40 minutes to find out just how well Suzuki had engineered their newest two-wheeler.</p>
<p><iframe width="560" height="315" src="https://www.youtube.com/embed/6jZq9uHvHus?si=FNVRyACGT83ge99j" title="YouTube video player" frameborder="0" allow="accelerometer; autoplay; clipboard-write; encrypted-media; gyroscope; picture-in-picture; web-share" referrerpolicy="strict-origin-when-cross-origin" allowfullscreen=""></iframe><br></p>

<h2>Suzuki e-Access: Design and Equipment</h2>

<p>The design of the e-Access is slightly different from its internal combustion counterpart. While the petrol-powered scooter has a more retro-modern look, the EV leans more towards modern aesthetics. The e-Access features sharper lines on the body panels and sleeker lighting compared to the Access. My favourite design detail is the turbine-like 12-inch alloys – they look rather smart.</p><p><img src="https://images.autox.com/uploads/2025/06/Suzuki-e-Access-Stand-View-1749460147358.webp" alt="Suzuki e-Access-Stand-View.jpg" style="width: 100%; height: auto; vertical-align: top;"></p><p>Due to the way the battery has been positioned, the boot space in the e-Access is somewhat compromised. You get 17 litres of storage – not a lot, but enough to carry a few groceries. There’s a pocket on the left side of the apron – just big enough to hold a smartphone – with a USB socket conveniently placed next to it.</p>





<p><strong>Also Read:&nbsp;</strong><a href="https://www.autox.com/reviews/bike-reviews/2025-ather-450x-review-119475/" target="_blank">2025 Ather 450X Review: The e-scooter for Rallying?</a></p>

<p>The 4.2-inch TFT colour display has a fairly basic design, reminiscent of other Suzuki vehicles. That’s not to say it’s a poor unit. Sure, rival scooters in the segment offer fancier displays, but the e-Access opts for a simple yet effective layout. It shows all the key information in a clear and legible manner. You can even connect your phone to it for call and message alerts, as well as navigation support. Personally, I’ll always take a basic but properly functioning module over something that looks fancy but runs slower than a snail on an incline.</p>

<h2>Suzuki e-Access: Riding Dynamics</h2>

<p>Our run with the e-Access was limited to a go-kart track, which meant testing aspects like suspension tuning on rough roads and real-world range wasn’t possible. However, I was able to evaluate plenty of other features, including power delivery and acceleration. The scooter is powered by a 5.5bhp motor producing 15Nm of torque. This setup enables a top speed of 71 km/h – it’s not blazing fast, but it’s sufficient for city commutes.</p><p><img src="https://images.autox.com/uploads/2025/06/Suzuki-e-Access-Self-Button-1749460175147.webp" alt="Suzuki e-Access-Self-Button.jpg" style="width: 100%; height: auto; vertical-align: top;"></p><p>There are three ride modes on offer – Eco, Ride A, and Ride B. Eco mode restricts the top speed to 55 km/h and offers more sedate acceleration. I used this mode briefly and found it suitable for shorter trips. Ride A and Ride B both provide full power but differ in their regenerative braking settings. Ride A features stronger regen braking, while Ride B’s is less intrusive. I think, Ride A will be the most commonly used mode for everyday riding since it doesn’t limit power and the stronger regen braking can help maximise range.</p><p><img src="https://images.autox.com/uploads/2025/06/Suzuki-e-Access-riding-1750838777571.webp" alt="Suzuki e Access riding.jpg" style="width: 100%; height: auto;"></p><p>Having been in the two-wheeler business for decades, Suzuki has nailed some basic yet crucial elements. The accelerator calibration is excellent, and the chassis dynamics feel well-balanced. Acceleration is linear and predictable, with smooth modulation that prevents a jerky ride. The 12-inch tyres offer plenty of grip, whether you’re powering down a straight or leaning into a corner. The front disc brake delivers strong, progressive bite as well.
    
</p><p><strong>Also Read:</strong>&nbsp;<a href="https://www.autox.com/news/bike-news/2025-honda-scoopy-patented-in-india-launch-soon-121068/" target="_blank">2025 Honda Scoopy Patented in India; Launch Soon?</a></p><p>One area where Suzuki seems to have underdelivered, at least on paper, is the certified range of 95km. This is partly due to the 3kWh LFP battery. While LFP batteries have lower energy density compared to NMC cells, they offer superior safety and reliability. It appears Suzuki has prioritised providing a limited but reliable and worry-free experience over pushing for maximum range.</p>






  



<p><img src="https://images.autox.com/uploads/2025/06/Suzuki-e-Access-Charging-Point-1749460199551.webp" alt="Suzuki e-Access-Charging Point.jpg" style="width: 100%; height: auto;"></p><div style="width: 100%; height: auto;" class="post-image">Charging from 0 to 100% with the supplied charger takes 6 hours and 20 minutes, but the scooter also supports DC fast charging, which can achieve a full charge in just 2 hours and 12 minutes.</div>







<h2>Suzuki e-Access: Recipe for Success?</h2>

<p>I must say I was very impressed by how the e-Access rides. The throttle calibration and tyre grip are definite highlights. It is also a well-built scooter with a design that grows on you. What will ultimately determine its fate is the price. Considering the specifications and the competitive landscape of the e-scooter market, Suzuki will need to price their challenger between ₹1 and 1.10 lakh (ex-showroom) if they want to compete with established players in this space. So, now the ball is firmly in Suzuki’s court. </p>




<p>[tabs]</p>

<p>[tab title="<strong>Suzuki e-Access</strong>"]</p>

<p><strong>Motor:</strong> Single Motor</p>

<p><strong>Battery:</strong> 3kWh</p>

<p><strong>Power:</strong> 5.5bhp </p>

<p><strong>Torque:</strong> 15Nm</p>

<p><strong>Range:</strong> 95km (AIS)</p>

<p><strong>Fuel:</strong> Electric</p>

<p><strong>X-Factor:&nbsp;</strong><em>A well-engineered e-scooter with the reliability of a legacy automaker.</em></p>

<table cellpadding="1" cellspacing="1">
    <tbody>
        <tr>
            <td>
                <p><strong>Pros &nbsp;</strong>&nbsp; &nbsp;&nbsp;&nbsp; &nbsp;&nbsp;&nbsp;<br>
                    •&nbsp; Linear acceleration, build quality, tyres</p>

            </td>
            <td>
                <p><strong>Cons</strong><br>
                    • Range, underseat storage</p>
            </td>
        </tr>
    </tbody>
</table>

<p>[/tab]</p>

<p>[/tabs]</p>

Suzuki e-Access First Ride Review: A Solid Offering

Suzuki brings its first e-scooter to the Indian market, but can it live up to the expectations? Or has it arrived a little too late to make an impact?

<p> The world of motorcycles is a fascinating one. There are so many kinds of it that there’s one to suit everyone’s need, yet, motorcyclists can’t have enough. In this world, there’s one motorcycle manufacturer that firmly holds its own – Harley-Davidson. Over the years, even the mighty HD has dared to cross boundaries and experimented with different kinds of formats. However, the Harley-Davidson Breakout is a stark reminder of their strengths and absolute mastery of the cruiser motorcycle format. But before we dig into how the motorcycle is on different parameters, it is important to understand what it is in the first place.</p><h2>Harley-Davidson Breakout Review: What is it? </h2><p>Loosely, a cruiser motorcycle. You won’t be wrong if you call it so, but if you want to be specific, it is a chopper. And this distinction is of utmost importance for you to truly understand the Breakout and judge it fairly. You see, the best way to judge a bike is to start with its intent. Adventure motorcycles are meant to take the path less travelled, sportbikes are to chase the ten-tenths around a racetrack and cruisers, in the larger sense, are meant to munch miles with ease, highways being their preferred playing ground. Choppers, on the other hand, have one purpose – to make an impression. So, if I were to sum up the Breakout based on things like cornering abilities, touring capabilities and so on, it would be unfair on the motorcycle.</p><div style="width: 100%; height: auto;" class="post-image">
      <img src="https://images.autox.com/uploads/2025/05/Harley-davidson-breakout-6-1747466775630.webp" alt="Harley-Davidson Breakout" style="width: 100%; height: auto;">
    </div>
  <p>The rise of choppers and the popularity of the Harley-Davidson culture go almost hand-in-hand. A huge fat rear tyre, rigid frame and a long raked out front end is the quintessential image of an American Badass on two wheels. Of course, this format takes us into the world of fat wheel custom choppers and eye-watering prices, but that’s a story for a different day. This is the early 2000s we are talking about, and towards the end of the decade, Harley would come out with the Rocker C – their take on what a chopper should be like, practically inventing the ‘factory chopper’ genre. It came with a funky rider seat which could be folded out to ‘unwrap’ the rear seat! Surely, not many would remember that, but it’s worth looking up.</p><p>It was good, but it was Harley’s second attempt that gave us one of the most popular fat wheel factory choppers of all time – the Breakout. Fast forward to today, and the Breakout sticks to that design theme and continues the legacy.</p><h2>Harley-Davidson Breakout Review:&nbsp;Great Story, but how is it today?</h2><p>Let’s start with the fat rear tyre, perhaps the biggest draw of this motorcycle. It’s a full 240-section unit, wider than even the fanciest cars or SUVs you can think of! Next is the insane 1,923cc, 45-degree V-Twin air- and oil-cooled engine! In full display with exquisite attention to detail, no less. Add to that a slim front-end design, a massive 34-degree rake, shotgun exhausts, a 2.3-metre length and over 300kg of weight (in running order) – you get the idea. Thankfully, it has a decently sized 18.9-litre fuel tank – unlike the puny tanks in custom choppers. It’s a motorcycle that will appeal to the purists in every sense.</p><div style="width: 100%; height: auto;" class="post-image">
      <img src="https://images.autox.com/uploads/2025/05/Harley-davidson-breakout-11-1747466790380.webp" alt="Harley davidson breakout " style="width: 100%; height: auto;">
    </div>
  <p>At a standstill, it looks like a million dollars. But when on the move, it is every bit a typical Harley – butter smooth drivetrain, oodles of torque at the slightest twist of the throttle and that addictive, dominating riding stance that makes you feel like the king of the road. For perspective, it makes a mind-bending 168Nm of torque, and surprisingly, Harley even quotes the horsepower numbers for this one at 100bhp. You sit with your feet stretched out with a little bit of reach to the almost flat handlebar. Its rip-it-and-grip-it ride experience is equal parts intimidating and utterly, utterly addictive. The almost 1.7-metre-long wheelbase and the fat rubber means the motorcycle is slow to turn, and u-turns will have to be planned well in advance. But a bike that gives a lack of confidence it is not, and the ride quality is surprisingly good!</p><div style="width: 100%; height: auto;" class="post-image">
      <img src="https://images.autox.com/uploads/2025/05/Harley-davidson-breakout-12-1747466794737.webp" alt="Harley-Davidson Breakout Seat" style="width: 100%; height: auto;"></div><div style="width: 100%; height: auto;" class="post-image">The clever bit done by Harley is that the monoshock rear suspension is hidden under the seat, giving the motorcycle a hard tail look. I have to be honest, this Softail chassis has been around since the late 2010s, but still is every bit modern and always leaves me surprised with just how it copes  even on poorly surfaced roads. It’s no ADV, obviously, but way more capable than you would expect from a motorcycle of this appearance. The only thing that was a bit bothersome was the protruding air intake. As good as it looks, it comes in the way of using the rear brake. Speaking of which, on the safety tech front, you have Anti-Lock Brakes (ABS) and Traction Control System (TCS)… and that’s all. I love it!</div>
  <div style="width: 100%; height: auto;" class="post-image">
      <img src="https://images.autox.com/uploads/2025/05/Harley-davidson-breakout-14-1747466804890.webp" alt="Harley-Davidson Breakout Speedometer" style="width: 100%; height: auto;">
    </div>
  <p>On the features front, you have a minuscule 2.14 inch (yes, you read that right) LCD instrument cluster which gives you bare-minimum information at a time, but the complete set so long as you are willing to toggle through the menu set.</p><h2>Harley-Davidson Breakout Review: Verdict</h2><p>And well, that’s about it. The motorcycle is fairly simple and a refreshing throwback to what motorcycles are all about – the experience, the image and the personality that comes with it. Let’s face it, the experience of motorcycling is subjective and very thematic too, if I may say so. Off-road riders, enduro riders, supermoto riders, track riders, long-distance haulers… the list can go on. If you judge the Breakout based on its specifications, features and brochures,&nbsp; you’ll be committing a grave mistake. But if you kick it old school and go for a test ride, that is when you will  appreciate what the motorcycle has to offer.</p><div style="width: 100%; height: auto;" class="post-image">
      <img src="https://images.autox.com/uploads/2025/05/Harley-davidson-breakout-5-1747466765962.webp" alt="Harley-Davidson Breakout Rear" style="width: 100%; height: auto;">
    </div>
  <p>It has everything that you would want from a bike like this. An engine called Milwaukee-Eight 117, massive displacement of 1,923cc (litre-class cylinders, almost), an air intake called ‘Heavy Breather’ and tyres that are called ‘Scorchers.’ It even has the eye-watering price tag and an unmistakable road presence! The motorcycle may not do a lot of things and could be seen as ‘too simple,’ perhaps. But it leaves you with a lasting memory. So, let’s play some Rock n’ Roll and take in the view with bikes like these while we can, before the ugly ADVs take over completely. Motorcycling is subjective, remember?</p><p>[tabs]</p>

<p>[tab title="<strong>Harley-Davidson Breakout</strong>"]</p>

<p><strong>Engine:</strong> 1,923cc V-twin, air- and oil-cooled</p>

<p><strong>Transmission:</strong> 6-Speed</p>

<p><strong>Power:</strong> 100bhp </p>

<p><strong>Torque:</strong>&nbsp;168Nm</p>

<p><strong>Fuel:</strong> Petrol</p>
 
<p><strong>Price:</strong> ₹30.99 Lakh (ex-showroom)</p>

<p><strong>X-Factor:&nbsp;</strong><em>As good as it gets if you love chopper-style motorcycles.</em></p>

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

			</td>
			<td>
			<p><strong>Cons</strong><br>
			• Pricey, Low Ground Clearance  </p>
			</td>
		</tr>
	</tbody>
</table>

<p>[/tab]</p>

<p>[/tabs]</p>

Harley-Davidson Breakout Review: Fantastic, But Set Your Expectations Right

There’s nothing quite like the Harley-Davidson Breakout that says you’ve ‘arrived.’ It's every bit a factory chopper motorcycle - a raked out front end, long, low, a fat rear tyre and a price tag that separates you from the rest.

<p>
Royal Enfield recently took a group of us motorcycle journalists to a place many of us found unexpectedly unfamiliar – a rare occurrence, considering the countless kilometres we’ve clocked across every imaginable terrain in the country. The destination? Coonoor. Now, I begin this story about the Royal Enfield Classic 650 not with the motorcycle but with the location, because the memory I carried home wasn’t just about the ride – it was also about where the ride took us.</p><iframe width="400" height="345" src="https://www.youtube.com/embed/RrasXYoZdjw" frameborder="0" allowfullscreen=""></iframe>

<p>Nestled in Tamil Nadu, Coonoor is a hill station wrapped in lush greenery. Its vast valleys are home to an endless sprawl of tea estates, stretching as far as the eye can see. The view is nothing short of breathtaking, punctuated by waterfalls that appear when you least expect them. Now, imagine all this during a chilly early morning, with just the right nip in the air. The sun has barely crested the horizon, casting a golden hue over a convoy of chrome-laden, gently thumping Royal Enfields carving their way through this stunning landscape. That’s the memory I have after riding the Classic 650 through Coonoor.</p>

    <div style="width: 100%; height: auto;" class="post-image">
      <img src="https://images.autox.com/uploads/2025/04/1744783654142-bweo-Royal-Enfield-Classic-650-front-three-quarter.webp" alt="Royal Enfield Classic 650-front-three-quarter.jpg" style="width: 100%; height: auto;">
    </div>
  
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<p>You see, I absolutely love the Royal Enfield Classic 350 – and the kind of motorcycles that truly speak to me are retro machines. That’s why I’d like to believe the Classic 650 was built for riders like me. If you relate to my idea of motorcycling, you’ll understand that discussing numbers, spec sheets, and millimetre-level changes feels about as relevant as wearing a wristwatch to space. So, what is it that I want to talk about?</p>

<h2>The Concern</h2>

<p>If you were to ask me why I love motorcycles like these – the Classic 350 in particular – my answer would either be a long tale filled with anecdotes or just a single sentence: it makes me want to hop back on and go for another ride almost immediately after I get off the saddle. The length of my answer depends on how fond I am of the person asking the question, but one thing’s certain – Royal Enfield has done its best to stay true to the formula that made the Classic 350 the icon it is. And I’m really happy to report that.</p>

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<p>To be honest, I had my doubts before the ride began. I’ve ridden the Super Meteor 650 and the Shotgun 650 from RE, and while I really wanted to fall in love with them, the ride quality turned out to be a red flag – the stiff rear suspension and the ever-busy ride quality just didn’t let my date with them evolve into a relationship. So, given how similar the new Classic 650 is in terms of hardware, I was fully expecting something similar. So, has RE finally made it work? The answer is – yes, it has!</p><p><img src="https://images.autox.com/uploads/2025/04/1744783701363-ca6p-Royal-Enfield-Classic-650-Engine-Close-Up.webp" alt="Royal Enfield Classic 650-Engine-Close-Up.jpg" style="width: 100%; height: auto;"></p>

<p>While the ride quality is a significant improvement over the Super Meteor and Shotgun, it still leans toward the stiffer side. That said, this is easily the best-tuned version of this suspension setup we’ve seen from RE so far, and it’s more than acceptable for a motorcycle of this format. The front telescopic fork and the twin rear hydraulic shocks from Showa, leave little room for complaint. Yes, the ride is still a touch busy, but you get used to it fairly quickly.</p>

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<p>We rode the Classic 650 for about an hour and a half without a break, and while the ride quality didn’t turn out to be the cause for concern, the seat certainly did. If you’re planning to take this bike on long journeys, RE’s optional Touring seat might be a better choice and could make a noticeable difference in comfort.</p>

<p>Another point of concern that’s worth mentioning is the bike’s weight. At 243kg (kerb), this is a heavy motorcycle. While it handles well once you’re moving, at a standstill, it demands caution. Tasks like putting it on the main stand or backing it into a tight parking spot can be a bit of a chore. I’d strongly recommend trying those things during your test ride before making a decision and spending your money. For someone with a fairly large build like mine, it is manageable – but even then, I wouldn’t hesitate to ask for help when reversing it on an incline.</p>

<h2>The Surprise(s)!</h2>

<p>While I’d say that Royal Enfield managed to exceed my expectations in certain areas, there are other aspects where they’ve absolutely knocked it out of the park, including the design.</p><p><img src="https://images.autox.com/uploads/2025/04/1744783778438-p07d-Royal-Enfield-Classic-650-Motion.webp" alt="Royal Enfield Classic 650-Motion.jpg" style="width: 100%; height: auto;"></p>

<p>The Classic 650 retains the ‘classic’ proportions that have defined, well, the Classic series over the years. It’s instantly recognisable, and right after that moment of recognition comes the realisation of just how big it is. If you want a mental picture of its road presence, imagine the Classic 350 zoomed in to about 125%.</p>

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<p>The combination of a 19-inch front wheel and an 18-inch rear gives the Classic 650 the stance that perfectly suits this kind of motorcycle – it’s slightly different from the 350, but in a good way. Here, you sit more in the motorcycle rather than on it, which subtly alters the riding experience.</p>

<p>Another thing to keep in mind is that the bike comes with a rear seat as standard, but you can remove it, along with the bolted-on rear subframe, by tinkering around with the mounting points of the rear suspension. While this seems straightforward in theory, it’s definitely something I’d recommend getting done at the dealership, just to be safe.</p>

<p>Once you take all those bits off, you get that clean, purposeful look, like the test bikes that you see on these pages. Finished in the Black Chrome colourway, the Classic 650 looks absolutely spot on. And trust me, it feels even more grand in person. The dual exhausts are the most definite giveaway that this is the bigger Classic 650, although thankfully, they don’t stick out like on the Interceptor.</p><p><img src="https://images.autox.com/uploads/2025/04/1744783815156-5gg7-Royal-Enfield-Classic-650-2.webp" alt="Royal Enfield Classic 650-2.jpg" style="width: 100%; height: auto;"></p>

<p>The other big surprise was just how flickable and agile the motorcycle is. The route RE had chosen for this experience was, quite frankly, not the kind you’d associate with a motorcycle that’s meant to be as relaxed as the Classic. It was a twisty stretch – filled with corner after corner – the kind of road that would usually bring a smile to the face of a Continental GT 650 rider but won’t be the first choice for a Classic enthusiast. Nevertheless, it was a great stretch to test the agility of the motorcycle, and to my surprise, the Classic 650 handled it brilliantly. The motorcycle holds its line with confidence once you commit to it, and it’s more than willing to lean until your footpegs start scraping. And yes, even the cornering clearance was far more than I had expected. It made for an unexpectedly thrilling ride.</p>

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<p>Add to that its brilliantly refined 648cc parallel-twin drivetrain, and what you have is a motorcycle that’s just so much fun to ride. Whether we lugged the engine in high gear, hammered downshifts through the slick 6-speed gearbox, or pushed the engine to chase the redline, the Classic didn’t flinch. It plays along effortlessly. And once you realise what it’s capable of around a set of twisties, you’ll be encouraged to go faster and faster – something you wouldn’t normally do on a machine that looks this relaxed. We kept at it until the picturesque landscape around us demanded we slow down and revel in the beauty around us.</p>

<h2>Tugs at the Heartstrings</h2>

<p>And that’s why I began the story with Coonoor. Because this place, this ride, this machine – it all comes together when I try to sum up what is, on the surface, a very simple motorcycle, yet one that’s so difficult to simplify. You see, whether it’s the Classic 350, the 500, or the 650, featuring a carburettor or a fuel injection setup, carrying a ‘J’, a ‘G’, or whatever other lettering Royal Enfield might come up with for the engines – it doesn’t really matter. The essence has always been the same. The Classic has never been just a motorcycle; it has always been about memories.</p>

<p>What makes it an icon is something you won’t find on a spec sheet. It’s that intangible pull, that inexplicable yearning you feel every time you finish a ride – the desire to get right back on it and go for another ride.</p>

<p>And now, I have a core memory associated with the Classic 650 etched into my mind. A memory that’ll take me back to Coonoor every time I think of it. And the best part? I want to make many more such memories, and I want to make them on the Classic 650, more than anything else.</p><p><img src="https://images.autox.com/uploads/2025/04/1744783877279-6mz6-Royal-Enfield-Classic-650-Stand-View.webp" alt="Royal Enfield Classic 650-Stand-View.jpg" style="width: 100%; height: auto;"></p>

<p>The only other motorcycle that made me feel this way was the Classic 350. So, in that sense, Royal Enfield has pulled off the impossible – creating a worthy upgrade of a machine that so many have failed to even imitate properly.</p>

<p>So yes, the ammeter may have made way for the Tripper over the years, but to me, nothing has changed – at the heart, it all remains the same. And in every way that matters, the Classic 650 is exactly what its name promises: a true Classic in every sense of the word and a true representation of what Royal Enfield stands for in our times.
</p>




<p>[tabs]</p>

<p>[tab title="<strong>Royal Enfield Classic 650</strong>"]</p>

<p><strong>Engine:</strong> 648cc / Twin Cylinder</p>

<p><strong>Transmission:</strong> 6-Speed</p>

<p><strong>Power:</strong> 46.3bhp </p>

<p><strong>Torque:</strong> 52.3Nm</p>

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

<p><strong>Price:</strong> ₹3.37 Lakh Ex showroom</p>

<p><strong>X-Factor:&nbsp;</strong><em>The Classic 650 immediately impresses beyond expectations and could very well be the best RE 650 to buy.</em></p>

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                <p><strong>Pros &nbsp;</strong>&nbsp; &nbsp;&nbsp;&nbsp; &nbsp;&nbsp;&nbsp;<br>
                    •&nbsp; Butter-smooth drivetrain, will please the purists</p>

            </td>
            <td>
                <p><strong>Cons</strong><br>
                    • Considerably heavy, stiff rear suspension</p>
            </td>
        </tr>
    </tbody>
</table>

<p>[/tab]</p>

<p>[/tabs]</p>

Royal Enfield Classic 650 First Ride Review: Revisiting the Golden Formula

The ‘Classic’ formula from Royal Enfield has been turned up to 650, and we're all for it. Join us as we take it for a ride through the scenic Coonoor.

<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;">
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  <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>The Toyota Vellfire has long been the go-to luxury MPV, often equipped with the finest features the segment has to offer. It’s the preferred choice of the elite, offering comfort and sophistication in equal measure. Add to that the renowned reliability of the Toyota brand, and the Vellfire becomes an even more compelling package.
    However, there’s now a Korean challenger poised to disrupt the status quo of this Japanese giant. The Kia Carnival, which costs nearly half as much as the Vellfire, offers three rows of seating and an impressive array of features.</p>
<p><iframe width="560" height="315" src="https://www.youtube.com/embed/8gQ18X3JngU?si=nPwpF27yOkH92llP" title="YouTube video player" frameborder="0" allow="accelerometer; autoplay; clipboard-write; encrypted-media; gyroscope; picture-in-picture; web-share" referrerpolicy="strict-origin-when-cross-origin" allowfullscreen=""></iframe><br></p>
<p>So, the question is – does the Vellfire really offer twice the luxury, features, and space to justify its price tag over the Carnival?</p>






<h2>Toyota Vellfire vs Kia Carnival: Size Comparison</h2>

<p>Despite being the more affordable of the two, the Carnival has a larger footprint. It’s not only longer and wider but also has a longer wheelbase. This translates to more boot space when all three rows of seats are in use. However, the Vellfire stands taller, offering more headroom – something that taller people will particularly appreciate. Its height, combined with an ornate chrome grille, gives the Vellfire a more imposing presence. In contrast, the Carnival features a longer bonnet and more flowing curves, which, in my opinion, make it the better-looking vehicle of the two. Likewise, while the Vellfire rides on 19-inch alloys compared to the Carnival’s 18-inch wheels, I prefer the darker, more stylish design of the latter.</p>

<h2>Toyota Vellfire vs Kia Carnival: Interior Space</h2>

<p>Both vehicles we tested featured a six-seater configuration. While the captain seats in the Carnival are quite comfortable and offer Ottoman support, adjusting them can be cumbersome. You have to manually slide the seat forward or backwards to create legroom, and to fully recline the seat, you must first pull a tab on the side and shift the entire seat inward.</p>
<p><img src="https://images.autox.com/uploads/2025/06/Kia-Carnival-Controls-1749469618330.webp" alt="Kia Carnival-Controls.jpg" style="width: 100%; height: auto;"></p>
<p>The Vellfire, on the other hand, offers a far more seamless experience. Its seats rival those of a business-class airliner, with all adjustments available at the press of a button. The headroom on offer here is also noticeably better. That said, it’s impressive that the Carnival, despite costing half as much, still offers heated and ventilated second-row seats. However, the Vellfire offers even more luxury features, such as memory and massage function, and a pair of smartphone-like touch devices that control seat positioning, AC, lighting, and more. Even the sunblinds in the Vellfire are powered and cover the full window, unlike the manual blinds in the Carnival.</p>

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<p>Oddly, in the Carnival, the second-row AC controls are placed on the roof panel toward the right side, making them a bit hard to reach. The approach to the sunroof differs significantly between the two. The Carnival features conventional dual sunroof panels, both of which can be opened, enhancing the sense of space and airiness in the cabin. In contrast, the Vellfire opts for two slimmer, fixed glass panels. While this design lends a more refined and upscale appearance and also discourages the unsafe habit of sticking one’s head out of a moving vehicle, I find that the Carnival’s traditional sunroof setup contributes more to an open, spacious feel inside the cabin.</p>

<h2>No Child’s Play</h2>

<p>Move to the third row, and the Vellfire once again offers a more comfortable experience. By sacrificing some boot space, it provides ample legroom, even for passengers up to 6 feet tall. While under-thigh support is lacking in both vehicles, the Vellfire’s third row is genuinely usable for longer journeys. These seats can also be slid forward or backwards to further optimise space.</p><p><strong>Also Read:</strong>&nbsp;<a href="https://www.autox.com/reviews/car-reviews/toyota-vellfire-review-when-space-is-luxury-120725/" target="_blank">Toyota Vellfire Review: When Space is Luxury</a></p>





<p>Accessing the third row is easier in the Vellfire as well. A simple pull of a tab slides the second-row seat forward, allowing for an easy ingress. Doing the same in the Carnival requires a bit more effort – you first need to shift the second-row seats outward, then carefully squeeze through the gap between them, which can be a challenge even for a reasonably fit adult. That said, both vehicles offer conveniences like AC vents, USB-C charging ports, and cup holders in the.</p>

<h2>Features Galore</h2>

<p>As one might expect, the Vellfire’s higher price tag brings with it a clear advantage in terms of features. It has a larger 14-inch touchscreen infotainment system compared to the Carnival’s 12.3-inch unit. Additionally, the Vellfire offers an extra roof-mounted screen for second-row passengers, enhancing the rear-seat experience.</p>
<p><img src="https://images.autox.com/uploads/2025/06/Kia-Carnival-View-Of-Steering-Console-And-Instrumentation-1749469629211.webp" alt="Kia Carnival-View-Of-Steering-Console-And-Instrumentation.jpg" style="width: 100%; height: auto;"></p>
<p>Both vehicles come equipped with premium sound systems, but the Vellfire’s 15-speaker JBL setup delivers noticeably richer tone and clarity than the Carnival’s 12-speaker Bose system. The Vellfire also includes thoughtful touches like retractable tray tables built into the captain seats, complete with integrated vanity mirrors. Then there are a number of ways to open and close the Vellfire’s powered sliding doors, which is rather cool. You can do it via the handle on the door itself, buttons on the roof, or buttons next to the driver.</p>
<p><img src="https://images.autox.com/uploads/2025/06/Toyota-Vellfire-Interior-1749469788313.webp" alt="Toyota Vellfire-Interior.jpg" style="width: 100%; height: auto;"></p>





<p>That said, the Carnival has some clever tricks of its own. The driver’s seat offers a 14-way power adjustment, while the Vellfire has an 8-way setup. The Carnival also features a more intuitive third-row stowage system – a single lever collapses the seats into the boot cavity – than the Vellfire’s cumbersome system, which involves straps and sideways lifting of the seats. While the Vellfire wins on screen size, the Carnival’s infotainment interface is arguably more user-friendly and responsive. And in a surprising twist, the Carnival comes with eight airbags, compared to just six in the Vellfire.</p>

<h2>Getting Down to Business</h2>

<p>The Carnival and Vellfire take very different approaches to propulsion. The Carnival is powered by a 2.2-litre diesel engine, while the Vellfire employs a 2.5-litre petrol-hybrid setup. Both deliver 190bhp, but the Carnival, being a diesel, produces much more torque. Each vehicle strikes its own balance between power and efficiency, but the driving experience they offer couldn’t be more different.</p>

<div style="width: 100%; height: auto;" class="post-image">
    <img src="https://images.autox.com/uploads/2025/06/Kia-Carnival-Toyota-Vellfire-side-profile-dynamic-1749469682485.webp" alt="Kia Carnival-Toyota Vellfire-side-profile-dynamic.jpg" style="width: 100%; height: auto;">
</div>

<div style="width: 100%; height: auto;" class="post-image">

    &nbsp;<br></div>

<p>The Vellfire is notably more refined in its operation, delivering power in a smooth and linear fashion. However, its tall profile and softly tuned suspension result in noticeable body roll, especially around corners. The Carnival, by contrast, feels more responsive and eager at low speeds. Its lower centre of gravity and firmer suspension tuning lend it the driving dynamics that make it feel more like a long sedan rather than a lazy MPV. In terms of ride quality, both vehicles are very comfortable, but the Vellfire edges ahead with a plusher, more luxurious feel. It glides over potholes almost effortlessly, keeping occupants isolated from road imperfections in a near-magical manner.</p>

<p><strong>Also Read:</strong>&nbsp;<a href="https://www.autox.com/reviews/car-reviews/toyota-innova-hycross-vs-skoda-kodiaq-comparison-review-117783/" target="_blank">Toyota Innova Hycross vs Skoda Kodiaq Comparison: Utility Over Fun?</a></p><p>Cabin noise is another area where the Vellfire holds an advantage. Its petrol engine runs quieter than the Carnival’s diesel, and its overall cabin insulation is also superior. Aside from the occasional CVT groan under hard acceleration, the Vellfire remains impressively quiet. Its hybrid system also allows for short bursts of electric-only driving, adding to the calm, EV-like silent experience.</p>

<h2>Toyota Vellfire vs Kia Carnival: Verdict</h2>

<p>So, does the Vellfire offer twice the experience of the Carnival? Absolutely not. But it’s important to understand that around the ₹1 crore mark, you begin to hit diminishing returns, regardless of the segment. At ₹63.91 lakh (ex-showroom), the Carnival is a very well-rounded people mover. It offers strong driving dynamics and exceptional value for money, making it the more sensible choice for most buyers.</p>
<p><img src="https://images.autox.com/uploads/2025/06/Kia-Carnival-Toyota-Vellfire-Rear-Three-Quarter-1749469603363.webp" alt="Kia Carnival-Toyota Vellfire-Rear-Three-Quarter.jpg" style="width: 100%; height: auto;"></p>

<p>That said, if you have the budget to spare, the Vellfire is a compelling upgrade. With prices starting at ₹1.22 crore and going up to ₹1.33 crore for the VIP variant we tested, it’s far from an affordable option. However, that premium buys you an undeniably elevated experience – a quieter, more refined ride, more space and greater comfort in all three rows, and a cabin that exudes luxury.</p>

<p>While the Carnival is ideally suited for families looking for practicality and comfort, the Vellfire makes more sense for businesses that want to transport high-profile clients in style and opulence.</p>

<p><br></p>


<p>[tabs]</p>

<p>[tab title="<strong>Kia Carnival</strong>"]</p>

<p><strong>Engine:</strong> 2,151cc 4-Cylinder</p>

<p><strong>Transmission:</strong> 8-Speed AT FWD</p>

<p><strong>Power:</strong> 190bhp </p>

<p><strong>Torque:</strong> 441Nm</p>

<p><strong>Fuel:</strong> Diesel</p>

<p><strong>Price:</strong> ₹63.91 Lakh Ex showroom</p>

<p><strong>X-Factor:&nbsp;</strong><em>The practicality of an MPV and the driving character of a sedan, all in one.</em></p>

<table cellpadding="1" cellspacing="1">
    <tbody>
        <tr>
            <td>
                <p><strong>Pros &nbsp;</strong>&nbsp; &nbsp;&nbsp;&nbsp; &nbsp;&nbsp;&nbsp;<br>
                    •&nbsp; Butch design, punchy engine, boot space</p>

            </td>
            <td>
                <p><strong>Cons</strong><br>
                    • 2nd row seat adjustment</p>
            </td>
        </tr>
    </tbody>
</table>

<p>[/tab]</p>

<p>[tab title="<strong>Toyota Vellfire</strong>"]</p>

<p><strong>Engine:</strong> 2,487cc 4-Cylinder</p>

<p><strong>Transmission:</strong> e-CVT FWD</p>

<p><strong>Power:</strong> 190bhp </p>

<p><strong>Torque:</strong> 240Nm</p>

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

<p><strong>Price:</strong> ₹1.33 Crore Ex showroom</p>

<p><strong>X-Factor:&nbsp;</strong><em>The vehicle that has comfort, space, luxury, and reliability by the bucket-loads.</em></p>

<table cellpadding="1" cellspacing="1">
    <tbody>
        <tr>
            <td>
                <p><strong>Pros &nbsp;</strong>&nbsp; &nbsp;&nbsp;&nbsp; &nbsp;&nbsp;&nbsp;<br>
                    •&nbsp; Smooth acceleration, 3rd row space, sound system</p>

            </td>
            <td>
                <p><strong>Cons</strong><br>
                    • Noisy gearbox, body roll</p>
            </td>
        </tr>
    </tbody>
</table>

<p>[/tab]</p>

<p>[/tabs]</p>

Toyota Vellfire vs Kia Carnival Comparison: Luxury MPV Battle!

It’s time for a titanic showdown between two luxury MPVs - the Toyota Vellfire and the Kia Carnival. Can the Carnival dethrone the Vellfire as the go-to choice for comfortable travels?

<p>Ever since the <a href="https://www.autox.com/new-cars/mg/windsor-ev/">MG Windsor EV</a> was launched in India, it has been the centre of attention. It brought with it a unique design, an exhaustive list of features, innovative methods of buying a car, like Battery-as-a-Service (BaaS), and all of it came with a price tag that positioned it as the perfect choice of car to buy under Rs 20 lakh in India. It wasn’t a surprise that the Windsor won the prestigious ‘Best of 2024’ at the autoX Awards and that it would become the best-selling EV in India for seven consecutive months! Now, MG aims to take it up a notch with the new ‘Pro’ variant of the Windsor EV. We drive it in the jaw-dropping beauty of Shillong and find out what it’s all about.</p><h2>MG Windsor EV Pro Review: What’s Different? <br></h2><p>The first thing I  want to mention is the price, as it will give you an idea of  how popular this car is. <a href="https://www.autox.com/news/car-news/mg-windsor-ev-pro-launched-at-rs-1749-lakh-gets-bigger-battery-and-more-features-120622/" target="_blank">JSW MG Motor India had launched the Windsor EV Pro</a> at an introductory price tag of Rs 17.5 lakh (ex-showroom), which was to be valid for the first 8,000 customers, and mind you, 8,000 units in the world of EVs is a big number. Surprisingly, the introductory price had to end the next day as the <a href="https://www.autox.com/news/car-news/mg-windsor-ev-pro-introductory-prices-end-heres-what-youll-pay-now-120661/" target="_blank">bookings crossed the 8,000 mark within 24 hours</a>! So now, the price is up by Rs 60,000, and the car costs Rs 18.10 lakh outright and Rs 13.10 lakh + Rs 4.5/km as part of the BaaS scheme.</p><div style="width: 100%; height: auto;" class="post-image">
      <img src="https://images.autox.com/uploads/2025/05/1746791007918-zse5-MG-Windsor-EV-Pro-Infotainment-System.webp" alt="MG Windsor EV Pro Infotainment System" style="width: 100%; height: auto;">
    </div>
  <p>What you get for this price tag is, honestly, not a very big change. It is still a substantial one, however, as it brings a marked improvement in your everyday usage experience. The big change is the larger battery pack that the Pro variant gets – now a 52.9kWh LFP unit, as opposed to the 38kWh LFP unit in the ‘regular’ Windsor EV variants. As a result, the claimed range has gone up from 332km to an impressive 449km per charge. As per MG, the car takes about 9.5 hours to fully top up with a 7.4kW AC charger and about 50 minutes  from 20 to 8 per cent with a 60kW DC fast charger. Since this was just a first drive, we could not perform a range test as per our standards. </p><p><strong>Also Read:</strong>&nbsp;<a href="https://www.autox.com/news/car-news/mg-windsor-ev-excite-exclusive-essence-and-essence-pro-variants-explained-120651/" target="_blank">MG Windsor EV Excite, Exclusive, Essence and Essence Pro Variants Explained</a></p><p>However, given our earlier experience with the non-Pro version of the car, we believe that the Pro should easily cross the 350km per charge mark in real-world conditions. Interestingly, MG is offering a lifetime warranty on the battery, but do note that it is only applicable for the first owner.</p><p><img src="https://images.autox.com/uploads/2025/05/1746791132970-34l0-MG-Windsor-EV-Pro-Front.webp" alt="MG Windsor EV Pro Front" style="width: 100%; height: auto;">
    </p>
  <p>The other big additions are the inclusion of level 2 ADAS features, a powered tail gate and your biggest tell that it is a Pro variant of the Windsor EV – new 18-inch alloy wheels which  can be seen on the Hector as well. On the inside, the interior theme is now Ivory white and black and lastly, the Windsor Pro now supports Vehicle-to-Load (V2L) and Vehicle-to-Vehicle (V2V) which is essentially means that you can power up appliances through the charging port of the car through an accessory that would set you back by Rs 5,000, or you can transfer charge to another car through an accessory cable who’s price is yet to be finalised but MG says should be about Rs 20,000.</p><h2>MG Windsor EV Pro Review: What’s the Same? </h2><p>Everything else about the car remains the same. This means everything we love about the car, like the 135-degree reclinable lounge seats at the back, the impressive 9-speaker audio system, ventilated front seats, ample storage areas around the cabin and the sheer size and space that you get for your money on the inside continue to impress. This also means that the massive 15.6-inch touchscreen infotainment system, which is in equal measure impressive and yet cumbersome to use as almost all functionalities of the car are operated through it, also remains.</p><div style="width: 100%; height: auto;" class="post-image">
      <img src="https://images.autox.com/uploads/2025/05/1746791098975-9nnl-MG-Windsor-EV-Pro-Interior.webp" alt="MG Windsor EV Pro Interior" style="width: 100%; height: auto;">
    </div>
  <p>What remains to be talked about is the ride and handling, which also, thankfully, continue to be thoroughly impressive. With the larger battery pack, MG has had to fine-tune the suspension and reinforce the structure of the car at a few places to accommodate the slight increase in weight. Once on the move, you will barely notice any difference in the way the car is to drive. This means it continues to be a fantastic handler that hides its weight rather well.</p><div style="width: 100%; height: auto;" class="post-image">
      <img src="https://images.autox.com/uploads/2025/05/1746761524405-i2qo-MG-Windsor-EV-Pro-1.webp" alt="MG Windsor EV Pro " style="width: 100%; height: auto;">
    </div>
  <h2>MG Windsor EV Pro Review: Worth Checking Out?</h2><p>The MG Windsor EV was already an impressive package on all fronts. While I believe there was an opportunity to bump up the feel-good feature set or the performance a couple of notches higher since it has the ‘Pro’ in its name, it is hard to argue against what MG has brought to the table. Especially when you consider that despite the longer range, the Windsor EV Pro still manages to undercut the Rs 20 lakh price tag. So, the answer is yes, it is worth checking out. Moreover, it is a highly recommended option in the price bracket and worth consideration, irrespective of whether you are in the market for an Internal Combustion Engine (ICE) powered car or an EV.<br></p>


<p>[tabs]</p>

<p>[tab title="<strong>MG Windsor EV Pro</strong>"]</p>

<p><strong>Motor:</strong> Single Motor</p>

<p><strong>Transmission:</strong> Single-Speed FWD</p>

<p><strong>Power:</strong>&nbsp;134bhp </p>

<p><strong>Torque:</strong>&nbsp;200Nm</p>

<p><strong>Range:</strong> 449km (MIDC)</p>
 
<p><strong>Price:</strong> ₹18.10 Lakh Ex showroom</p>

<p><strong>X-Factor:&nbsp;</strong><em>The MG Windsor EV Pro makes an already great package even better!</em></p>

<table cellpadding="1" cellspacing="1">
	<tbody>
		<tr>
			<td>
			<p><strong>Pros &nbsp;</strong>&nbsp; &nbsp;&nbsp;&nbsp; &nbsp;&nbsp;&nbsp;<br>
			•&nbsp; Spacious Cabin, feature-loaded</p>

			</td>
			<td>
			<p><strong>Cons</strong><br>
			• Convoluted  touchscreen-based controls</p>
			</td>
		</tr>
	</tbody>
</table>

<p>[/tab]</p>

<p>[/tabs]</p>

MG Windsor EV Pro Review: More Wind in the Sail!

The MG Windsor EV Pro builds on a solid foundation, but does it do enough? We find out by taking it out for a drive in the lovely hills of Shillong.

<p>The Kia Carens has been selling well and has even surpassed the 2 lakh units sales mark since its launch. However, this three-row offering was due for an update. But rather than replacing the old model with a new one, Kia has instead decided to bring a new vehicle based on the Carens, but made to be more premium and feature-rich. This new vehicle is the Carens Clavis. While the Carens name points to its lineage, the term Clavis is Latin for key. Specifically, it has been taken from a Latin phrase that means the golden key. So, what key changes have been made to make the Carens Clavis that make it a step up from the Carens?</p>
<p><a href="https://youtu.be/27HvUcTn6qQ?si=Rn8DHNTWonbOXWbo"><iframe width="560" height="315" src="https://www.youtube.com/embed/27HvUcTn6qQ?si=c4gMRiIYkvpsPRgY" title="YouTube video player" frameborder="0" allow="accelerometer; autoplay; clipboard-write; encrypted-media; gyroscope; picture-in-picture; web-share" referrerpolicy="strict-origin-when-cross-origin" allowfullscreen=""></iframe></a></p>
<h2>Kia Carens Clavis Design &amp; Styling <br></h2>
<p>Despite being the same vehicle underneath the skin, the Clavis looks different from the Carens. This is largely thanks to the digital tiger nose grille and the new Star Map LED DRLs and headlamp cluster. The front is largely closed off, much like EVs and resembles Kia’s more recent offerings like the Syros and EV9. There is a prominent sliver chrome skid plate and both ends at either end of the vehicle to give it a butch SUV-like appeal. In fact, the raised bonnet adds to this bolder appeal at the front and side. What also helps elevate the look of the Clavis are the 17-inch alloy wheels, which are an inch bigger than the ones on the Carens. In terms of dimensions, the Clavis is 10mm longer but shares the rest of its figures with the Carens. This also means that the 216-litre boot remains the same.</p>
<h2>More gadgets! <br></h2>
<p>When you step inside, you are greeted by a much more premium and modern cabin. Not only is there more tech on display, but the materials used on the dashboard are great to look at, too. New additions include a connected island housing twin 10.25-inch displays, a four-way power adjustable driver’s seat, a new steering wheel and a bigger dual-pane panoramic sunroof. There is also a new hybrid touch panel which can switch from media to AC controls. While it saves space on the dashboard, I am not completely sold on its usability. If you are driving and want to make any changes, you will have to take your eyes off the road.</p>
<p><img src="https://images.autox.com/uploads/2025/05/KIA-Carens-clavis-6-1747369221418.webp" alt="KIA Carens clavis interior .jpg" style="width: 100%; height: auto;"></p>
<p>The second row has not seen many changes and you can get the Clavis in 6- and 7-seater variants, just like the Carens. The 7-seater option does come with a three-point seatbelt for the middle passenger this time around. Also, there is a walk-in feature that allows you to adjust the front passenger seat from the second row by using a lever on the side of the seat. Similarly, there is a one-touch tumble function for the left-side second row seat, which makes getting into the third row easier. Since the bigger sunroof extends till the second row, the roof-mounted AC vents have been moved to the sides. It was a bit disappointing to see that the underthigh support in the second row has not improved.</p>
<div style="width: 100%; height: auto;" class="post-image">
    <img src="https://images.autox.com/uploads/2025/05/KIA-Carens-clavis-10-1747369599171.webp" alt="KIA Carens clavis 3rd row seats.jpg" style="width: 100%; height: auto;">
</div>
<p>The third row is also rather decent for shorter journeys. It is much more suited for children than adults, considering the lack of underthigh support and legroom. I do, however, like that Kia has given AC vents, reading lights, two USB-C ports and cupholders even in the last row. <br></p>
<h2>Kia Carens Clavis: Powertrain Options</h2>
<p>The drivetrain options remain the same as the Carens — a 1.5-litre NA petrol, 1.5-litre turbo-charged petrol and 1.5-litre diesel. The power and torque figures remain unchanged, too, but the Clavis also gets a 6-speed manual transmission along with the 1.5 turbo-petrol. </p>
<div style="width: 100%; height: auto;" class="post-image">
    <img src="https://images.autox.com/uploads/2025/05/KIA-Carens-clavis-8-1747369643631.webp" alt="KIA Carens clavis turbo petrol engine.jpg" style="width: 100%; height: auto;">
</div>
<p>The Clavis is a comfort-oriented vehicle and that is apparent in the quiet cabin, light steering wheel and absorbent suspension. Ground clearance is not a problem either, as I did not bottom out even while clearing tall speedbreakers. Unlike the Carens, the Clavis does get 20 Level 2 ADAS features that make your driving experience safer. The additional cameras fitted onto the car also enable a surround view feature which makes parking the vehicle easier. <br></p>
<h2>Kia Carens Clavis: Verdict<br></h2>
<p>The Carens Clavis is definitely a step up from the Carens. It looks more modern, has more features, while retaining a plush ride experience and the versatility of multiple powertrain options. While pricing is not out yet, we know that it will be more expensive than the Carens. As long as Kia manages to have a modest increase of around Rs 1-1.5 lakh over the Carens, the Clavis will be an easy recommendation for families.<br></p>

Kia Carens Clavis First Drive Review: The Perfect Family Car?

What does the Carens Clavis bring to the table to make it the go-to choice for Indian families? Is it a big enough improvement over the current Carens?

<p>
    After spending some time with the Toyota Vellfire, it’s easy to see why it has become the latest obsession in Bollywood. Nearly every major superstar has welcomed one into their garage, making it the vehicle of choice for the next red carpet appearance. After all, the Vellfire seamlessly blends practicality with indulgence, offering a unique sense of understated luxury unmatched by any other car in the Indian market, regardless of price. Let’s take a closer look.</p>

<h2>It’s Mahoosive!</h2>

<p>The Vellfire blends the bold, brawny aesthetic of a full-size SUV with the practical form factor of an MPV. Viewed head-on, the first thing that grabs your attention is its massive grille – one so imposing, it could put even the burliest of SUVs to shame. But the side tells a completely different story – here, the Vellfire embraces its MPV identity unapologetically. It’s also from this angle that its sheer size becomes apparent – standing nearly 2 metres tall and stretching just over 5 metres long. So commanding is its presence that even the 19-inch wheels seem modest.</p>

<div style="width: 100%; height: auto;" class="post-image">
    <img src="https://images.autox.com/uploads/2025/05/Toyota-Vellfire-Front-Three-Quarter-1747310269679.webp" alt="Toyota Vellfire-Front-Three-Quarter.jpg" style="width: 100%; height: auto;">
</div>

<div style="width: 100%; height: auto;" class="post-image">
    
<br></div>

<p>Design-wise, it departs from the traditional ‘breadbox’ MPV silhouette with a stylish kink in the window line, which makes the car look more stylish than the outgoing model’s almost B-pillar-like intrusion. Here, you will also see the Vellfire badging, a subtle yet classy detail. At the rear, the boxy shape has a hint of sportiness, courtesy of a prominent roof spoiler. One design element that truly stands out is the chrome trim tracing the window line. It begins at the kink on the side, flows above the windows, wraps seamlessly around the spoiler, and mirrors itself on the opposite side – a thoughtful and beautifully executed detail.</p>

<h2>The Luxury Lounge</h2>

<p>The real reason to consider the Vellfire lies in its interior. Step inside, and you’re greeted by a cabin that feels nothing short of a luxurious airport lounge – an experience unmatched at this price point. Comfort is clearly the top priority, with everything else taking a backseat. The only slight effort required is while getting into the cabin. Starting at the front, the cabin is solidly built and purpose-driven. There’s a deliberate absence of ornamental flair here – understandable, given that this seat would most likely be used by the chauffeur. </p><p><img src="https://images.autox.com/uploads/2025/05/Toyota-Vellfire-View-Of-Steering-Console-And-Instrumentation-1747310402227.webp" alt="Toyota Vellfire-View-Of-Steering-Console-And-Instrumentation.jpg" style="width: 100%; height: auto;"></p><p>That said, should you find yourself behind the wheel, you’ll immediately appreciate the comfort and confidence it inspires, even over long drives. The Head-Up Display is a thoughtful addition, offering useful driving information without distraction. While the infotainment system’s interface may take a bit of getting used to, the crisp 14-inch touchscreen responds well, and the inclusion of wireless Apple CarPlay and Android Auto is a nice touch.</p>

<div style="width: 100%; height: auto;" class="post-image">
    <img src="https://images.autox.com/uploads/2025/05/Toyota-Vellfire-Seat-Space-1747310326297.webp" alt="Toyota Vellfire-Seat-Space.jpg" style="width: 100%; height: auto;">
</div>

<div style="width: 100%; height: auto;" class="post-image">
    
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<p>It’s in the middle row where the Vellfire truly shines. The power-sliding doors alone offer a red-carpet-like experience, making you feel like a celebrity the moment you step in or out. Sink into either of the two captain seats, and you’re immediately enveloped in cloud-like comfort. Quite simply, these are among the most luxurious and comfortable seats. Their wide range of adjustability allows you to tailor your perfect seating or resting position, including the ability to recline nearly flat with the leg rests fully extended. Everything here is designed with indulgence in mind. Even the window blinds are electrically operated, and there are features like heating, ventilation, and massage functionality. </p><p><strong>Also Read:</strong>&nbsp;<a href="https://www.autox.com/reviews/car-reviews/2025-camry-hybrid-first-drive-review-luxury-and-performance-with-25kmpl-119388/" target="_blank">2025 Camry Hybrid First Drive Review</a><br></p><p>There is a large drop-down screen for entertainment on the go and individual pop-out touchscreens near the armrests to give passengers control over almost every aspect of the car’s features. Other thoughtful touches include a foldable tray with a built-in vanity mirror for each passenger and dual sunroofs with powered sunshades.</p><p><img src="https://images.autox.com/uploads/2025/05/Toyota-Vellfire-Power-Window-Switches-1747310280838.webp" alt="Toyota Vellfire-Power-Window-Switches.jpg" style="width: 100%; height: auto;"></p>

<p>The real surprise, however, lies in the third row, which is as spacious as the second row in any other ‘regular’ car. Long journeys here won’t be a problem, though access is only via the space between the middle-row seats – something that you get used to. Finally, the boot space is nothing short of cavernous if you fold the last row of seats (which is done manually) — you can pretty much shift houses without batting an eye.</p>

<h2>A Driver's Car</h2>

<p>But not in the way you might expect. Driving the Vellfire is as exciting as making a sandwich. That’s not a dig; in fact, it’s a testament to how effortlessly and efficiently it handles its core purpose: comfortable, no-fuss commuting. If your priority is transporting people with minimal drama, there’s nothing quite as effective, purpose-built, and emotionally detached as the Vellfire.</p><p><strong>Also Read:</strong>&nbsp;<a href="https://www.autox.com/reviews/car-reviews/bmw-i7-vs-range-rover-comparison-review-113973/" target="_blank">BMW i7 Vs Range Rover Autobiography Comparison</a><br></p>

<p>Under the hood, it gets a 2.5-litre four-cylinder petrol engine with an electric motor for a combined output of around 250bhp. That may sound like a healthy figure, but given the sheer size of the Vellfire, it feels just about adequate. Power is sent to the front wheels via a CVT gearbox, and it emits the typical whine when pushed hard. However, take things slow – or find yourself crawling through inevitable city traffic – and the Vellfire truly comes into its own. At lower speeds and with sufficient battery charge, it can run silently in EV mode. As the speed picks up, the petrol engine kicks in seamlessly. Ride quality is exceptional, with most road imperfections soaked up effortlessly; only the occasional sharp bump manages to filter through. If there’s one area where the Vellfire could improve, it’s in cabin insulation, for road and wind noise do creep in at highway speeds, slightly disrupting an otherwise whisper-quiet atmosphere.</p>

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<img src="https://images.autox.com/uploads/2025/05/Toyota-Vellfire-Rear-Seat-Space-1747310450093.webp" alt="Toyota Vellfire-Rear-Seat-Space.jpg" style="width: 100%; height: auto;"></div>

<div style="width: 100%; height: auto;" class="post-image">
    
<br></div>

<p>Surprisingly, the Vellfire never scraped its belly during our test, even without the aid of an air suspension setup. The stock suspension delivers a ride quality that’s very much in line with expectations, striking a fine balance between comfort and practicality. Adding to its usability is Toyota’s suite of ADAS features, which rely on both camera and radar systems. These prove genuinely helpful, particularly during long-distance drives or when navigating the sheer size of this MPV through tighter spaces.</p><p><img src="https://images.autox.com/uploads/2025/05/Toyota-Vellfire-Rear-Three-Quarter-1747310460094.webp" alt="Toyota Vellfire-Rear-Three-Quarter.jpg" style="width: 100%; height: auto;"></p>

<h2>Verdict</h2>

<p>The Vellfire has certainly become a lot more expensive than it used to be. With its prices ranging between ₹1.22 crore to ₹1.33 crore (ex-showroom), it now squares off against some of the most elite chauffeur-driven offerings in the country. Yes, you could opt for a fancier badge at this price, but few vehicles offer the same peace of mind that comes with a Toyota, especially when combined with this level of comfort and practicality. If you value being well-rested during your daily chauffeur-driven routine, prefer subtle luxury, and want a vehicle that delivers uncompromised comfort without attracting undue attention, the Vellfire is as good as it gets.
</p>




<p>[tabs]</p>

<p>[tab title="<strong>Toyota Vellfire</strong>"]</p>

<p><strong>Engine:</strong> 2,487cc 4-cylinder</p>

<p><strong>Transmission:</strong> CVT</p>

<p><strong>Power:</strong> 190bhp </p>

<p><strong>Torque:</strong> 240Nm</p>

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

<p><strong>Price:</strong> ₹1.33 Crore Ex showroom</p>

<p><strong>X-Factor:&nbsp;</strong><em>The ultimate rear-seat experience for the chauffeur-driven, definitely worth consideration!</em></p>

<table cellpadding="1" cellspacing="1">
    <tbody>
        <tr>
            <td>
                <p><strong>Pros &nbsp;</strong>&nbsp; &nbsp;&nbsp;&nbsp; &nbsp;&nbsp;&nbsp;<br>
                    •&nbsp; Comfort, practicality, understated, feature-loaded</p>

            </td>
            <td>
                <p><strong>Cons</strong><br>
                    • Underwhelming driving experience, cabin insulation</p>
            </td>
        </tr>
    </tbody>
</table>

<p>[/tab]</p>

<p>[/tabs]</p>

Toyota Vellfire Review: When Space is Luxury

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<p>Cruiser bikes under Rs 3 lakh in India come in a variety of options from notable&nbsp;brands such as Royal Enfield and Honda. While these bikes&nbsp;share the signature cruiser DNA—long, low-slung frames,&nbsp;broad fenders, relaxed riding posture, raked-out front forks,&nbsp;and swept-back handlebars—each brand adds its distinctive&nbsp;touch through unique engineering, design elements, and mechanical features.&nbsp;If you're scouting options for a cruiser with an Rs 3 lakh budget, we've got you covered with some&nbsp;of the most popular and reliable choices on the market. So, without further delay, let’s dive in.</p><h2>TVS Ronin</h2><p>
    <div style="width: 100%; height: auto;" class="post-image">
      <img src="https://images.autox.com/uploads/2024/12/2025-TVS-RONIN.jpg" alt="2025 TVS RONIN" style="width: 100%; height: auto;">
    </div>
  </p><p>The Ronin is one of the affordable cruisers in India, which went on sale earlier this year in its updated avatar. The 2025 iteration comes with a dual-channel ABS exclusively on the mid-spec variant (TVS Ronin DS). It also now offers new colour options. The mechanical and design are the same as before.</p><p><strong>Also Read:&nbsp;</strong><a href="https://www.autox.com/news/bike-news/2025-keeway-rr300-launched-at-rs-199-lakh-in-india-121284/">2025 Keeway RR300 Launched at Rs 1.99 lakh in India</a></p><p>The TVS cruiser runs on a 225.9cc single-cylinder oil-cooled engine that produces 20.12bhp at 7,750rpm and 19.93Nm at 3,750rpm,&nbsp;and is paired with a five-speed gearbox with a slip-and-assist clutch. The prices start at Rs 1.35 lakh and go up to Rs 1.73 lakh. These are ex-showroom prices.&nbsp;</p><h2>Royal Enfield Classic 350</h2><p>Another popular and reliable choice under Rs 3 lakh is the Classic 350. The bike exudes its timeless appeal with a teardrop-shaped fuel tank,&nbsp;large mudguard, and a round headlamp. It gets an LED lighting setup, and notable features such as a gear-position&nbsp;indicator, a USB-C charging port, and&nbsp;a Tripper navigation pod. </p><p>The bike has a&nbsp;349cc J-series single-cylinder, air- and oil-cooled engine that puts out 20.2bhp of power and 27Nm of torque. It has a five-speed transmission and a slip-and-assist clutch. The Royal Enfield cruiser is priced between Rs 1.93 lakh to Rs 2.30 lakh (both, ex-showroom).&nbsp;</p><h2>Honda CB350</h2><p>
    <div style="width: 100%; height: auto;" class="post-image">
      <img src="https://images.autox.com/uploads/2025/07/Honda-CB350-1752830612153.webp" alt="Honda CB350.jpg" style="width: 100%; height: auto;">
    </div>
  </p><p>The CB350 from Honda is one of the popular cruisers in the mid-capacity segment. It has a typical classic style, an oval-shaped tank, and a split seat style. </p><p>The bike is equipped with a 348cc air-cooled, single-cylinder, PGM-FI engine that produces a maximum power output of 20.7bhp and a peak torque of 29.5Nm, and is paired with a five-speed gearbox. Its prices range from Rs 2 lakh to Rs 2.18 lakh (ex-showroom, Delhi).&nbsp;</p><h2>Jawa 42 FJ</h2><p>
    <div style="width: 100%; height: auto;" class="post-image">
      <img src="https://images.autox.com/uploads/2024/09/Jawa-FJ42-1-.jpg" alt="Jawa 42 FJ  " style="width: 100%; height: auto;">
    </div>
  </p><p>The 42 FJ stands out in the segment with its&nbsp;split grab rail,&nbsp;a slim fuel tank (with a brushed&nbsp;aluminum finish and a 'Jawa' decal), a single-piece seat, and a handlebar.</p><p>The bike is powered by&nbsp;a 334cc, liquid-cooled, single-cylinder engine that delivers 28.7bhp and 29.6Nm, and is mated to a six-speed transmission. The price of the bike starts at Rs 2.10 lakh (ex-showroom).</p><h2>Harley-Davidson X440</h2><p>
    <div style="width: 100%; height: auto;" class="post-image">
      <img src="https://images.autox.com/uploads/2024/04/Harley-Davidson-X440.jpg" alt="Harley Davidson X440 Road Trip" style="width: 100%; height: auto;">
    </div>
  </p><p>The Harley-Davidson X440 could be your choice for a stylish cruiser under Rs 3 lakh. It has a slide-slung exhaust and a flat handlebar, which adds to the muscular stance. The round headlight and circular indicators reinforce the brand's classic look. The Harley bike has&nbsp;a 440cc, single-cylinder, air/oil-cooled engine that makes&nbsp;27bhp of maximum power at 6,000rpm and&nbsp;38Nm of peak torque at 4,000rpm.</p><p><strong>Also Read:&nbsp;</strong><a href="https://www.autox.com/news/bike-news/2025-tvs-apache-rtr-310-key-updates-and-features-121267/">2025 TVS Apache RTR 310: Key Updates and Features</a></p><p>The transmission unit is a 6-speed. The cruiser from Harley is priced between Rs&nbsp;2.40 lakh and Rs 2.80 lakh (both, ex-showroom).&nbsp;</p>

Top 5 Cruiser Bikes Under Rs 3 Lakh: Royal Enfield Classic 350, Honda CB350, and More

If you are exploring options for a Cruiser under a Rs 3 lakh budget, we've got you covered with some of the best and reliable machines on the market. 

<p>Keeway has officially launched the MY 2025 RR300 in India at Rs 1.99 lakh (ex-showroom). The new RR300 is aimed at riders who are ready to move beyond entry-level bikes and want something more performance-focused without a big jump in cost. With its new design and engine improvements, the RR300 is set to attract both daily riders and weekend enthusiasts. Under the bodywork, the RR300 runs on a 292cc single-cylinder, liquid-cooled engine. It produces 27bhp at 8750 rpm and 25Nm of torque at 7000 rpm. Paired with a six-speed gearbox and a slipper clutch, the bike promises smoother gear shifts and better stability when slowing down. With a top speed of 139km/h, the RR300 delivers enough punch for highways while staying friendly enough for city traffic.</p><p><strong>Also Read:&nbsp;</strong><a href="https://www.autox.com/news/bike-news/kawasaki-ninja-zx-6r-recalled-globally-over-engine-defect-121260/">Kawasaki Ninja ZX-6R Recalled Globally Over Engine Defect</a></p><p>While the RR300 draws design cues from track machines, it doesn’t ignore day-to-day needs. It comes with a digital instrument cluster, a 12-litre fuel tank, and a split-seat setup that accommodates a pillion. The bike strikes a balance between sportbike feel and daily practicality, making it a flexible choice for different types of riders.</p><p>The chassis is built around a lightweight bassinet frame. It includes a short windshield, clip-on handlebars, and compact fenders that help reduce wind resistance. Suspension comes from 110mm USD front forks and a mono shock at the rear with 46mm travel. The bike rides on 17-inch alloy wheels, with disc brakes on both ends.</p><p><strong>Also Read:&nbsp;</strong><a href="https://www.autox.com/news/bike-news/2025-tvs-apache-rtr-310-key-updates-and-features-121267/">2025 TVS Apache RTR 310: Key Updates and Features</a></p><p>Keeway is offering the new RR300 in three colour options—White, Black, and Red. The motorcycle will be available at Keeway and Benelli dealerships across India by the end of the month. </p>

2025 Keeway RR300 Launched at Rs 1.99 lakh in India

Powered by a 292cc liquid-cooled engine, the Keeway RR300 delivers 27bhp  and 25Nm torque, offering smooth performance for both city rides and highway runs.

<p>TVS has made the Apache RTR 310&nbsp;streetfighter more feature-rich and affordable&nbsp;than before.&nbsp;The bike has the same liquid-cooled engine, but its throttle response&nbsp;has been refined for better precision. The motorcycle now comes with notable additions like Linear and Cornering Drag Torque Control, Knuckle Guards, Sequential Turn Signals, Keyless Ride, and Transparent Clutch Cover. However, it is important to note that the availability of these features varies by variant. If you are planning to house the new RTR in your garage, here's a closer look at its key details.&nbsp;</p><h2>2025 TVS Apache RTR 310: Features and Pricing&nbsp;</h2><p><img src="https://images.autox.com/uploads/2025/07/New-TVS-Apache-RTR-310-Int-Cluster-1752677282780.webp" alt="New TVS Apache RTR 310 Int Cluster.jpg" style="width: 100%; height: auto;"></p>
  <p>The Apache RTR 310 has multiple variants, including three Built-To-Order (BTO) custom kits.&nbsp;The entry-level variant, priced at Rs 2.40 lakh (ex-showroom),&nbsp;comes exclusively in Arsenal Black and skips the quickshifter.&nbsp;</p><p><strong>Also Read:&nbsp;</strong><a href="https://www.autox.com/news/bike-news/2025-tvs-apache-rtr-310-launched-at-rs-240-lakh-gets-keyless-ride-launch-control-more-121256/">2025 TVS Apache RTR 310 Launched at Rs 2.40 Lakh: Gets Keyless Ride, Launch Control &amp; More</a></p><p>The base model is well-specced, with rider aids like&nbsp;Linear Traction Control, Cruise Control, Drag Torque Control,&nbsp;and Rear Wheel Lift Protection. The Top variant adds to the performance with a Bi-Directional Quickshifter. It is available in two vibrant shades: Fury Yellow (Rs 2.57 lakh) and Fiery Red (Rs 2.62 lakh).</p><table style="border-collapse:collapse;width: 100%;"><tbody>
<tr>
	<td style="width: 33.3333%;">Variant</td>
	<td style="width: 33.3333%;">Colours</td>
	<td style="width: 33.3333%;">Prices (ex-showroom)</td></tr>
<tr>
	<td style="width: 33.3333%;">Base Variant&nbsp;(without a quickshifter)</td>
	<td style="width: 33.3333%;">Arsenal Black</td>
	<td style="width: 33.3333%;">Rs 2.40 lakh</td></tr>
<tr>
	<td style="width: 33.3333%;">Base Variant</td>
	<td style="width: 33.3333%;">Arsenal Black</td>
	<td style="width: 33.3333%;">Rs 2.57 lakh</td></tr>
<tr>
	<td style="width: 33.3333%;">Top Variant</td>
	<td style="width: 33.3333%;">Fury Yellow</td>
	<td style="width: 33.3333%;">Rs 2.57 lakh</td></tr>
<tr>
	<td style="width: 33.3333%;">Top Variant</td>
	<td style="width: 33.3333%;">Fiery Red</td>
	<td style="width: 33.3333%;">Rs 2.62 lakh</td></tr>
<tr>
	<td style="width: 33.3333%;">BTO Kit 1 (Dynamic)</td>
	<td style="width: 33.3333%;">Custom</td>
	<td style="width: 33.3333%;">Rs 2.75 lakh</td></tr>
<tr>
	<td style="width: 33.3333%;">BTO Kit 2 (Dynamic Pro)</td>
	<td style="width: 33.3333%;">Custom</td>
	<td style="width: 33.3333%;">Rs 2.85 lakh</td></tr></tbody></table><p>The BTO Kit 1 (Dynamic Kit) is priced at Rs 2.75 lakh. It offers adjustable front and rear suspension, a brass-coated chain,&nbsp;and a Tyre Pressure Monitoring System (TPMS).&nbsp;The BTO Kit 2 (Dynamic Pro Kit), costing Rs 2.85 lakh, boasts features like Keyless Ride, Launch Control, Cornering ABS, Cornering Cruise and Drag Torque Control, and Slope Dependent Control. Other highlights include a 5.0-inch TFT screen with a new,&nbsp;multi-language Gen-2 user interface, and five riding modes.&nbsp;</p><p>The prices are introductory, and all variants&nbsp;are expected to receive a Rs 10,000 hike once the launch offer ends.</p><h2>2025 TVS Apache RTR 310: Design</h2><p><img src="https://images.autox.com/uploads/2025/07/New-TVS-Apache-RTR-310-Rear-1752677262708.webp" alt="New TVS Apache RTR 310 Rear.jpg" style="width: 100%; height: auto;"></p>
  <p>The new RTR maintains its aggressive design, but adds a new Red colour to its existing palette. It also gets knuckle guards, a transparent clutch cover, and sequential turn indicators. The split headlight design and muscular tank, however, remain unchanged.&nbsp;</p><h2>2025 TVS Apache RTR 310: Engine and Hardware</h2><p>Powering the naked streetfighter from TVS is the same 312.2cc single-cylinder, liquid-cooled engine that produces&nbsp;35bhp at 9,700rpm and 28.7Nm at 6,650rpm, and is paired with a six-speed gearbox.&nbsp;It has a 41mm upside-down (USD) front fork and a monoshock at the rear, both of which can be adjusted for preload and rebound.</p><p><strong>Also Read:&nbsp;</strong><a href="https://www.autox.com/reviews/bike-reviews/2024-tvs-apache-rr-310-first-ride-review-gives-you-wings-118535/">2024 TVS Apache RR 310 First Ride Review: Gives You Wings?</a></p><p>The bike has dual-channel&nbsp;ABS as standard and petal disc brakes&nbsp;(300mm at the front&nbsp;and 240mm at the rear).</p>

2025 TVS Apache RTR 310: Key Updates and Features

The TVS Apache RTR 310's entry-level variant, priced at Rs 2.40 lakh (ex-showroom), comes exclusively in Arsenal Black shade and skips the quickshifter.

<p>Norton Motorcycles is back in the spotlight with its first official teaser, hinting at a strong return under the ownership of TVS Motor Company. The British motorcycle brand, once known for its performance heritage, seems ready to re-enter the global market. The teaser showcases the rear section of a motorcycle, featuring a sharp tail design that is sure to spark curiosity among motorcycle enthusiasts. One of the first things that stands out in the teaser is the taillight. Instead of a regular single light unit, it has several vertical slats. This fresh design could point to the next version of the Norton V4SV or maybe an entirely new model. Ever since TVS bought Norton in 2020, the Indian company has been working behind the scenes. With nearly Rs 2,200 crore invested so far, the big reveal is set for 4 November 2025 at EICMA, the world’s biggest motorcycle show in Milan.</p>
<p><strong>Also Read:&nbsp;</strong><a href="https://www.autox.com/news/bike-news/2025-tvs-apache-rtr-310-launched-at-rs-240-lakh-gets-keyless-ride-launch-control-more-121256/">2025 TVS Apache RTR 310 Launched at Rs 2.40 Lakh: Gets Keyless Ride, Launch Control &amp; More</a></p>
<p>While it looks like Norton will kick things off with high-end models, there’s talk of something more accessible. A smaller Norton bike—possibly between 300cc and 400cc—is likely in development. This could put Norton in direct competition with brands like Royal Enfield and Triumph. For younger or new riders, this could mean a chance to own a Norton without breaking the bank.</p>
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<p>The teaser has already created a buzz. It’s not just about the design—it’s about the return of a name that once stood tall in the motorcycling world. With TVS’s support, Norton could offer a balance of traditional British character and modern performance. Many in the motorcycle community are watching closely.</p>
<p><strong>Also Read:&nbsp;</strong><a href="https://www.autox.com/news/bike-news/2025-tvs-apache-rtr-160-launched-in-india-with-dual-channel-abs-at-rs-134-lakh-121098/">2025 TVS Apache RTR 160 Launched in India with Dual-Channel ABS at Rs 1.34 Lakh</a>&nbsp;</p>
<p>As EICMA approaches, fans and industry experts alike are wondering what Norton will bring to the stage. Whether it’s a revamped V4SV or something completely fresh, this marks an important chapter in Norton’s journey. The teaser alone has done its job—it’s got people talking, guessing, and waiting.</p>

New Norton Motorcycle to Break Cover on November 4 at EICMA 2025

Norton teases its comeback under TVS, with a new bike set to debut at EICMA 2025. A new bike will play a crucial role in the brand’s global revival.

<p>Kawasaki has issued a recall for certain 2024 and 2025 Ninja ZX-6R motorcycles. This step is being taken due to an issue found in the engine. The problem involves crankshaft bolts that may have been tightened more than necessary during the manufacturing process. This can affect how the engine functions and may create safety risks for riders. The issue with the over-torqued bolts is that it can reduce the gap needed for oil flow around the crankshaft bearing. If this happens, the bearing can wear out or fail. In some cases, the engine could seize suddenly while the motorcycle is in use. This may lead to a loss of control or mechanical failure.</p><p><strong>Also Read:&nbsp;</strong><a href="https://www.autox.com/news/bike-news/2025-kawasaki-z900-launched-in-india-at-rs-952-lakh-120889/">2025 Kawasaki Z900 Launched in India at Rs 9.52 Lakh</a></p><p>The recall includes several variants of the Ninja ZX-6R, such as the KRT Edition and the 40th Anniversary model. Similar recalls are expected to be issued in Europe and the United Kingdom. Kawasaki has asked owners in these regions to stop riding their motorcycles until they can be checked and repaired by authorised service centres.</p><p>
    
  
    
  <img src="https://images.autox.com/uploads/2023/12/Kawasaki-ZX-6R.jpg" alt="Kawasaki ZX 6R" style="width: 100%; height: auto;"></p><p>Kawasaki will directly contact owners whose bikes are part of the recall. The company has said that technicians will inspect the crankshaft bolts and replace them if needed. These inspections and repairs will be done at no cost to the customer.&nbsp;</p><p><strong>Also Read:&nbsp;</strong><a href="https://www.autox.com/news/bike-news/2025-kawasaki-versys-x-300-launched-in-india-at-rs-380-lakh--120785/">2025 Kawasaki Versys-X 300 Launched in India at Rs 3.80 Lakh </a></p><p>At the moment, Kawasaki has not confirmed whether the recall will also include units sold in India.</p>

Kawasaki Ninja ZX-6R Recalled Globally Over Engine Defect

Kawasaki recalls the 2024–25 Ninja ZX-6R globally due to a crankshaft bolt defect that may cause engine seizure. Riders are advised to stop using until repairs are done.

<p>TVS has launched the updated Apache RTR 310 in India at a starting price&nbsp;of Rs 2.40 lakh (ex-showroom), making it Rs 10,000 more affordable than before. The BTO (Build-to-order) variant starts at Rs 2.75 lakh. Meanwhile, the top variant now costs Rs 2.57 lakh, which is Rs 15,000 less than the previous top standard model in Yellow colour. These are introductory and ex-showroom prices.&nbsp;The most recent update to the naked streetfighter is the most significant one since its launch in 2023.&nbsp;The core design is untouched, but  a new Fiery Red colour has joined the bike's existing colour palette (Sepang Blue, Fury Yellow, and Arsenal Black). Features-wise, the new RTR&nbsp;now comes with Keyless Ride, a Transparent Clutch Cover,&nbsp;Launch Control, Knuckle Guards, Sequential TSLs,  Linear&nbsp;and Cornering Drag Torque Control. Other than this, the bike remains the same.&nbsp;</p><h2>2025 TVS Apache RTR 310: Design</h2><p><img src="https://images.autox.com/uploads/2025/07/New-TVS-Apache-RTR-310-Rear-1752677262708.webp" alt="New TVS Apache RTR 310 Rear.jpg" style="width: 100%; height: auto;"></p>
  <p>The new RTR remains true to its roots, featuring an aggressive front. The headlight has a split design, and the fuel tank is muscular with sharp contours. The tail section also maintains the sleek and pointed look, creating a cohesive and modern statement.&nbsp;</p><h2>2025 TVS Apache RTR 310: Features</h2><p><img src="https://images.autox.com/uploads/2025/07/New-TVS-Apache-RTR-310-Int-Cluster-1752677282780.webp" alt="New TVS Apache RTR 310 Int Cluster.jpg" style="width: 100%; height: auto;"></p>
  <p>The naked bike is available in multiple variants, with features varying across each one. For instance, the base version includes&nbsp;linear traction control,&nbsp;cruise control,  drag torque control,&nbsp;and rear wheel lift protection. Meanwhile, the top variant enhances the riding experience a bit more by adding a bi-directional quickshifter. For buyers who want to customise, the BTO kit 1 extends these features with a brass-coated chain, a Tyre pressure monitoring system, and adjustable front and rear suspension.</p><p><strong>Also Read:&nbsp;</strong><a href="https://www.autox.com/news/bike-news/tvs-iqube-31kwh-variant-launched-at-rs-105-lakh-in-india-121123/">TVS iQube 3.1kWh Variant Launched at Rs 1.05 Lakh in India</a></p><p>On the other hand, the BTO Kit 2 adds cornering ABS, keyless ride, launch control, and slope-dependent control. Other notable amenities include&nbsp;five riding modes (Track, Urban, Rain, Sport, and Supermoto), and a 5-inch TFT display with&nbsp;smartphone and GoPro connectivity.&nbsp;</p><h2>2025 TVS Apache RTR 310: Engine and Hardware</h2><p>The Apache RTR 310 has the same 312.2cc single-cylinder, liquid-cooled engine that produces 35bhp at 9,700rpm and 28.7Nm at 6,650rpm, and is paired&nbsp;with a six-speed gearbox. It has a fully adjustable 41mm upside-down (USD)&nbsp;front fork and a monoshock at the rear, both of which can be adjusted for preload and rebound.</p><p><strong>Also Read:&nbsp;</strong><a href="https://www.autox.com/reviews/bike-reviews/2024-tvs-apache-rr-310-first-ride-review-gives-you-wings-118535/"> 2024 TVS Apache RR 310 First Ride Review: Gives You Wings?</a></p><p>The braking setup includes dual-channel ABS as standard and petal disc brakes (300mm&nbsp;at the front and 240mm at the rear). The bike rolls on 17-inch alloy wheels,&nbsp;fitted with Michelin Road 5 tyres.&nbsp;</p>

2025 TVS Apache RTR 310 Launched at Rs 2.40 Lakh: Gets Keyless Ride, Launch Control & More

Features-wise, the new Apache RTR 310 now comes with a Transparent Clutch Cover, Launch Control, Knuckle Guards, Linear and Cornering Drag Torque Control. 

<p>Aprilia has launched the SR 175 in India as a new model in its scooter range. It replaces the SR 160 and is priced at Rs 1.26 lakh (ex-showroom). The design remains similar to the previous model, but Aprilia has added two new colour options—Matte Prismatic Dark and Glossy Tech White. The scooter also gets new decals to mark its entry as an updated version.</p><p>The SR 175 gets a larger 174.7 cc engine, which produces 13.08bhp at 7,200 rpm and 14.14Nm of torque at 6,000 rpm. This is an increase of 2bhp and 0.7Nm compared to the SR 160. Aprilia has retained the CVT gearbox, which helps maintain a smooth and steady power delivery. The engine update puts the SR 175 closer to other scooters in the 160-175cc segment.</p><p><strong>Also Read:&nbsp;</strong><a href="https://www.autox.com/news/bike-news/aprilia-rs-457-tuono-457-get-extended-warranty-coverage-in-india-120914/">Aprilia RS 457, Tuono 457 Get Extended Warranty Coverage in India</a></p><p>A major feature of the SR 175 is the 5.5-inch TFT instrument cluster. This unit comes from Aprilia’s RS 457 series and supports multiple layouts and Bluetooth connectivity. Riders can connect their smartphones to the display, access calls and view navigation. This update makes the scooter more usable for riders who prefer connected features.</p><p>The SR 175 continues to use the same suspension and frame setup as before. It rides on 14-inch wheels fitted with 120-section tyres. The braking setup includes a disc at the front and a drum at the rear, with single-channel ABS. The suspension includes a telescopic fork at the front and a monoshock at the rear, giving the scooter a setup suitable for daily use.</p><p><strong>Also Read:&nbsp;</strong><a href="https://www.autox.com/news/bike-news/aprilia-tuono-457-vs-yamaha-mt-03-spec-comparison-whats-different-120054/">Aprilia Tuono 457 vs Yamaha MT-03 Spec Comparison: What's Different?</a></p><p>With the engine upgrade and the addition of new features, the SR 175 now enters the same space as the Yamaha Aerox 155 and Hero Xoom 160. While the price is higher than some rivals, the combination of power, technology, and design may appeal to users looking for a functional and feature-rich scooter.</p>

Aprilia SR 175 Launched at Rs 1.26 Lakh; Replaces SR160, Gets RS 457-style TFT and More

Aprilia SR 175 launched in India with a 174.7 cc engine, TFT display, Bluetooth, and updated styling to rival Yamaha Aerox 155 and Hero Xoom 160.

<p>Bajaj appears to have quietly withdrawn the Pulsar N150 from its official website, raising the possibility that the model has been phased out. Launched as a dynamic alternative to the Pulsar 150 and borrowing design cues from the N160, the N150 underwent a minor revision with updated colour schemes and a digital console offering optional Bluetooth connectivity. The bike was offered in two trims, a lower-spec variant without Bluetooth priced at Rs 1.25 lakh, and a feature-rich version at Rs 1.31 lakh (both prices, ex-showroom). Despite its 149.7cc engine producing 14.3bhp and 13.5Nm, the N150 never quite matched the success of its more powerful 160cc sibling. Bajaj has not issued a formal statement regarding its removal, leaving open the question of whether the model is discontinued for good or merely awaiting a future update.</p><h2>Bajaj Pulsar N150: Key Specs</h2><p>The now-removed Pulsar N150 came equipped with a 149.6cc single-cylinder engine tuned to deliver 14.5bhp at 8,500rpm and peak torque of 13.5Nm at 6,000rpm, performance figures identical to those of the Pulsar P150. This engine was coupled to a five-speed gearbox handling power delivery.</p><p><strong>Also Read:</strong>&nbsp;<a href="https://www.autox.com/news/bike-news/2025-bajaj-pulsar-ns400z-vs-royal-enfield-guerrilla-450-spec-comparison-whats-different-121202/">2025 Bajaj Pulsar NS400Z vs Royal Enfield Guerrilla 450 Spec Comparison: What's Different?</a></p><p>For ride and handling, it relied on 31mm front telescopic forks and dual rear shock absorbers. Braking hardware included a 260mm disc at the front and a 130mm drum setup at the rear. These components were paired with 17-inch alloy wheels fitted with MRF tyres&nbsp;– a 90/90 section up front and a 120/70 at the back.</p><p>With the N150 no longer part of the range, the Pulsar N series is now limited to just three models: N125, N160, and N250.</p><h2>Other developments</h2><p>Bajaj has recently introduced an updated version of the Pulsar NS400Z in India, now priced at Rs 1.92 lakh (ex-showroom). This refreshed model brings several mechanical and performance enhancements. It retains the familiar 373cc single-cylinder, liquid-cooled engine, but power output has been bumped up to 42.4bhp from the earlier 39.5bhp, while peak torque remains steady at 35Nm. The engine continues to be mated to a six-speed transmission. One of the standout additions is a bi-directional quickshifter, allowing for clutchless upshifts and downshifts.</p><p><strong>Also Read:&nbsp;</strong><a href="https://www.autox.com/news/industry-news/bajaj-auto-reports-1-yoy-sales-growth-in-june-2025-with-360-units-121117/">Bajaj Auto Reports 1% YoY Sales Growth in June 2025 with 3.60 Units</a></p><p>Tyre upgrades include a switch from the previous 140-section MRF Revz rear to a wider 150-section Apollo Alpha H1 tyre, promising better grip on both dry and wet surfaces. The front tyre, still a 110/70-R17 size, also transitions to an Apollo Alpha H1 unit. Additionally, braking performance has been improved with the replacement of organic brake pads by more responsive sintered pads.</p>

Bajaj Pulsar N150 Discontinued in India? Model Delisted from Website

With the N150 no longer part of the range, the Bajaj Pulsar N series is now limited to just three models: N125, N160, and N250.

<p>Yamaha has introduced a new iteration of its FZ-X motorcycle in India, now equipped with mild-hybrid technology and priced at Rs 1.50 lakh (ex-showroom). This marks the brand’s latest push toward more fuel-efficient mobility without altering core engine specs. The hybrid system, built around a Smart Motor Generator, includes features like start-stop functionality aimed at reducing fuel consumption in stop-and-go traffic. </p><p>The bike retains its 149cc air-cooled, single-cylinder engine delivering 12.2bhp at 7,250rpm and 13.3Nm at 5,500rpm, paired with a five-speed manual gearbox. The hybrid model also sees a tech upgrade, featuring a 4.2-inch colour TFT screen with smartphone pairing and navigation. Tipping the scales at around 141 kg, slightly heavier than the regular version, the FZ-X Hybrid blends classic styling with modest performance and modern-day efficiency tech.</p><h2>Yamaha FZ-X Hybrid: Here's What You Get</h2><p>On the visual front, the bike comes decked out in the Matte Titan shade. The 2025 Yamaha FZ-X Hybrid comes with a metal body and a straightforward neo-retro design, featuring the Yamaha logo on the fuel tank. The front uses a telescopic fork, while the rear gets a Monocross suspension that can be adjusted in seven steps. These updates aim to offer better control, comfort, and stability for everyday riding.</p><p><strong>Also Read:&nbsp;</strong><a href="https://www.autox.com/news/bike-news/2025-yamaha-aerox-155-version-s-launched-in-india-prices-start-at-rs-150-lakh-120624/">2025 Yamaha Aerox 155 Version S Launched in India; Prices Start at Rs 1.50 Lakh</a></p><p>Yamaha’s 2025 FZ-X Hybrid introduces a mild-hybrid setup that combines the brand's Smart Motor Generator (SMG) and Stop &amp; Start System (SSS) to improve fuel efficiency and provide battery-assisted acceleration, particularly in city conditions.</p><p> The system automatically cuts off the engine during idle periods, such as at traffic signals, and restarts it when the rider engages the clutch. This results in a quieter and smoother experience compared to conventional petrol-powered bikes. The FZ-X Hybrid is Yamaha’s second model in India to feature this hybrid tech, following the FZ-S Fi Hybrid.</p><p><strong>Also Read:&nbsp;</strong><a href="https://www.autox.com/motorsport-news/motogp-yamaha-reveals-special-70th-anniversary-livery-for-assen-gp-121091/">MotoGP: Yamaha Reveals Special 70th Anniversary Livery for Assen GP</a></p><p>As mentioned before, the bike also features a 4.2-inch full-colour TFT instrument cluster with smartphone connectivity via the Yamaha Y-Connect app. It supports turn-by-turn navigation using Google Maps, delivering real-time route and traffic information on the display.&nbsp;The FZ-X Hybrid also includes several practical features like&nbsp;a split seat with slip-resistant tuck-and-roll layout, single-channel ABS, as well as traction control.</p>

Yamaha FZ-X Hybrid Launched at Rs 1.50 Lakh in India

The 2025 Yamaha FZ-X Hybrid uses SMG and Stop & Start System to boost fuel efficiency and offer battery-assisted acceleration, especially in urban traffic.

<p>Ather Energy will host the third edition of its annual Community Day on August 30, 2025, in Bengaluru. The event, based on the theme 'Technology that works like magic', will unlock several innovations for EV enthusiasts with an&nbsp;evolving product strategy, including the new&nbsp;EL platform.&nbsp;While official details remain under wraps, the new EL platform&nbsp;is expected to represent a more practical, value-oriented direction for the company. It will reportedly underpin the next generation of its electric scooters.&nbsp;</p><p>While retaining proven components from the existing platform, the upcoming EL platform is expected to feature&nbsp;an updated electronic architecture and a revised powertrain.&nbsp;It may also adopt a simplified feature set, omitting premium&nbsp;elements to enhance affordability and versatility. This could allow&nbsp;Ather to introduce more cost-effective scooters,&nbsp;potentially priced under Rs 1 lakh.</p><h2>Ather Community Day 2025: What's More?</h2><p>Alongside the new platform, Ather will also showcase futuristic concept vehicles, advanced fast-charging solutions, and the upgraded AtherStack 7.0 software at its upcoming event.&nbsp;The all-new AtherStack 7.0 is expected&nbsp;to introduce a&nbsp;host of fresh features and improvements across its lineup.&nbsp;</p><p><strong>Also Read:&nbsp;</strong><a href="https://www.autox.com/news/bike-news/ather-rizta-z-electric-scooter-gets-multi-language-dashboard-support-check-details-here-119710/">Ather Rizta Z Electric Scooter Gets Multi-Language Dashboard Support; Check Details Here</a></p><p>Ather will also roll out its next-gen Grid fast chargers,&nbsp;promising even faster and more convenient charging. At present, Ather’s chargers deliver a rate of 1.5 km per minute.&nbsp;Interestingly, Vida electric scooters&nbsp;are also compatible with Ather’s charging infrastructure, though&nbsp;they charge at a slightly slower rate of 1.2 km per minute.</p><h2>Other News</h2><p>Ather Energy launched a new mid-spec variant of its popular Rizta electric scooter earlier this month. The new Ather Rizta S is priced at Rs 1.37 lakh (ex-showroom, Delhi), and has an IDC range of 159 kilometres.&nbsp;It features a larger 3.7kWh battery,&nbsp;which was previously available with the top-spec Z model.</p><p><strong>Also Read:&nbsp;</strong><a href="https://www.autox.com/reviews/bike-reviews/2025-ather-450x-review-119475/">2025 Ather 450X Review: The e-scooter for Rallying?</a></p><p>For those unaware, Ather launched the Rizta in India at its last Community Day Event. The scooter, which recently crossed the one lakh sales milestone, accounts for over 60% of the brand's total sales.</p>

Ather EL Electric Scooter Platform India Launch on August 30: Here's What to Expect?

Ather Energy will host the third edition of its annual Community Day on August 30, 2025, in Bengaluru. The event is based on the theme 'Technology that works like magic'.

<p>Bajaj Auto has given its flagship streetfighter, the NS400Z, a much-needed update for 2025. The all-new motorcycle is priced at Rs 1.92 lakh, which is Rs 7,000 more than its predecessor. This price increase seems justified, as the model now delivers more power and comes equipped with upgraded features. We compare the new Bajaj Pulsar NS400Z with the Royal Enfield Guerrilla 450 to see which offers better value on paper.&nbsp;</p><p><img src="https://images.autox.com/uploads/2024/08/Royal-Enfield-Guerrilla-450-Stand-View.jpg" alt="Royal Enfield Guerrilla 450 Stand View" style="width: 100%; height: auto;"></p>
  <h2>Bajaj Pulsar NS400Z vs&nbsp;Royal Enfield Guerrilla 450: Engine</h2><p>Each bike offers distinct strengths suited to different riding styles. The&nbsp;373cc liquid-cooled, single-cylinder engine on the revamped Pulsar produces 42.4bhp (up from 40bhp) and&nbsp;35Nm.&nbsp;It also features a higher redline in Sport mode, revving to 10,700rpm.&nbsp;</p><p><strong>Also Read:&nbsp;</strong><a href="https://www.autox.com/news/bike-news/2025-bajaj-pulsar-ns-400z-launched-at-rs-192-lakh-with-more-power-and-quick-shifter-121173/">2025 Bajaj Pulsar NS 400Z Launched at Rs 1.92 Lakh with More Power and Quick-Shifter</a></p><p>On the other hand, the Guerrilla 450 comes with a larger 452cc single-cylinder, liquid-cooled engine&nbsp;that makes slightly less power at 39.45bhp&nbsp;but offers a stronger 40Nm of torque. This higher torque output at lower revs&nbsp;makes the Guerrilla better suited for relaxed&nbsp;city-friendly riding.</p><h2>Bajaj Pulsar NS400Z vs&nbsp;Royal Enfield Guerrilla 450: Hardware</h2><p>Hardware-wise, the Pulsar NS400Z uses a 43mm USD fork at the front and a 6-step preload-adjustable&nbsp;monoshock at the rear. In contrast, the Guerrilla 450 features a 43mm telescopic front fork&nbsp;and a linkage-type monoshock. Stopping power on the Pulsar machine comes from&nbsp;a 320mm front and 230mm rear disc setup, while&nbsp;the Guerrilla employs a slightly smaller&nbsp;310mm front disc but a larger 270mm disc at the rear. The Guerrilla 450 features&nbsp;wider tyres—120/70-17 at the front and 160/70-17 at the rear, compared to its Bajaj rival, which sports&nbsp;110/70-17 (front) and 150/70-17 (rear).</p><p>While both motorcycles come with dual-channel ABS as standard, the Guerrilla gains an advantage with the option to switch off the rear ABS.</p><h2>Bajaj Pulsar NS400Z vs&nbsp;Royal Enfield Guerrilla 450: Features</h2><p>
    <div style="width: 100%; height: auto;" class="post-image">
      <img src="https://images.autox.com/uploads/2025/07/bajaj-NS400Z-cluster-1752041667945.webp" alt="bajaj-NS400Z-cluster.jpg" style="width: 100%; height: auto;">
    </div>
  </p><p>In terms of features, the Bajaj Pulsar NS400Z and Royal Enfield Guerrilla 450 are both well-equipped bikes.</p><p>
    <div style="width: 100%; height: auto;" class="post-image">
      <img src="https://images.autox.com/uploads/2024/08/Royal-Enfield-Guerrilla-450-Speedometer.jpg" alt="Royal Enfield Guerrilla 450 Speedometer" style="width: 100%; height: auto;">
    </div>
  </p><p>While the Pulsar opts for a more basic LCD display,&nbsp;the Guerrilla packs a TFT unit. The Guerrilla 450 also stands out with support for full Google Maps navigation.&nbsp;</p><p><strong>Also Read:&nbsp;</strong><a href="https://www.autox.com/news/bike-news/bajaj-pulsar-ns400z-vs-harley-davidson-x440-spec-comparison-whats-different-121182/">Bajaj Pulsar NS400Z vs Harley Davidson X440 Spec Comparison: What's Different?</a></p><p>The Pulsar NS400Z offers&nbsp;a slightly higher seat height at 807mm&nbsp;compared to the Guerrilla’s more accessible 780mm seat height. It comes with a higher&nbsp;12-litre fuel tank capacity.&nbsp;However, the Guerrilla is the heavier bike&nbsp;at 184kg, compared to the Pulsar’s 174kg.&nbsp;&nbsp;</p>

2025 Bajaj Pulsar NS400Z vs Royal Enfield Guerrilla 450 Spec Comparison: What's Different?

Here's how Bajaj's updated streetfighter, the Pulsar NS400Z, stacks up against its rival, the Royal Enfield Guerrilla 450, on several parameters. 

<p>KTM has rolled out the global-spec 390 Enduro R in India, priced at around Rs 3.54 lakh (ex-showroom), positioning it roughly Rs 17,000 above the standard India-specific variant. This version is engineered for more demanding off-road terrain, offering extended suspension travel of 230mm at both front and rear, which raises the ground clearance to approximately 272–277mm, an upgrade from the 253mm found on the regular model. The seat height has also been increased to about 895mm, compared to 860mm earlier, making it more suitable for experienced trail riders. The motorcycle continues to use the 399cc single-cylinder LC4c engine (45bhp/39Nm) and comes equipped with WP adjustable suspension, dual-purpose Metzeler Karoo tyres, and a 4.1-inch TFT display with Bluetooth support.</p><h2>Global-Spec vs India-spec KTM 390 Enduro R: What's Different?</h2><p>KTM’s newly launched global-spec 390 Enduro R has arrived in our market, but will not phase out the existing India-specific variant. Instead, both models will be offered simultaneously, with the domestic version priced at Rs 3.38 lakh (ex-showroom).</p><p>The two motorcycles diverge notably in terms of suspension hardware and off-road readiness. The global-spec variant is equipped with 230mm of suspension travel at both ends, offering improved articulation and bump absorption compared to the India-spec model’s 200mm front and 205mm rear. As a result, the international version sits higher off the ground, with a ground clearance of 277mm, 24mm more than its Indian counterpart. The seat height has also grown from 860mm to 895mm, catering better to seasoned off-road riders.<br></p><p><strong>Also Read:&nbsp;</strong><a href="https://www.autox.com/news/bike-news/2025-ktm-390-adventure-x-launched-with-cruise-control-in-india-priced-at-rs-303-lakh-121189/">2025 KTM 390 Adventure X Launched with Cruise Control in India; Priced at Rs 3.03 Lakh</a></p><p>Differences extend to tyres and suspension adjustability. The Indian model uses Mitas Enduro Trail+ tyres, while the global variant rides on Metzeler Karoo tyres, mounted on 21-inch front and 18-inch rear wheels—further enhancing its trail capability. While both bikes get WP USD open cartridge forks, the international version features a larger 43 mm unit with 30 levels of damping adjustability. At the rear, the global model offers finer tuning with 20 rebound steps and 10 preload settings, unlike the simpler setup on the India-spec bike.<br><br>Despite these distinctions, both motorcycles retain a 9-litre fuel tank, identical kerb weight of 177 kg, and convenience features such as an assist and slipper clutch. The revised suspension on the global model contributes to superior composure, better weight distribution, and enhanced off-road control.<br><br>On the mechanical front, both versions use KTM’s 399 cc single-cylinder, DOHC liquid-cooled engine, producing 45.37bhp at 8,500 rpm and 39Nm of torque at 6,500rpm, with a redline at 10,300rpm. It comes with a six-speed gearbox with a quickshifter. Tech features remain unchanged, with switchable ABS, a traction control system, and a compact Bluetooth-enabled TFT display are standard on both.<br></p><p><strong>Also Read:&nbsp;</strong><a href="https://www.autox.com/news/industry-news/ktm-rc-200-rc-390-prices-revised-in-india-check-details-120743/">KTM RC 200, RC 390 Prices Revised in India; Check Details</a></p><p>While the global-spec bike is tailored for hardcore enduro use, the India-spec 390 Enduro R strikes a balance between daily usability and light adventure, positioned against rivals like the Royal Enfield Himalayan 450 and Kawasaki KLX 230.</p>

Global-Spec KTM 390 Enduro R Launched in India with Higher Ground Clearance

The global-spec KTM 390 Enduro R gets 230mm suspension travel at both ends, more than the India-spec’s 200mm front and 205mm rear, for better off-road control.

<p>Hero MotoCorp has rolled out a limited-period price drop for its Vida VX2 electric scooter, making it significantly more affordable for prospective buyers. As part of this offer, the VX2 Go variant with Battery-as-a-Service now carries a starting price of Rs 44,990, while the VX2 Plus under the same plan is available at Rs 57,990, reflecting a reduction of up to Rs 15,000. The fixed-battery versions have also seen notable cuts, now retailing at Rs 84,990 (Go) and Rs 99,990 (Plus). Designed for everyday urban commuting, both variants are equipped with removable battery packs and deliver claimed ranges of 92 km and 142 km, respectively. With this revised pricing, Hero MotoCorp aims to make its most affordable electric scooter more accessible and boost sales in the competitive entry-level EV segment.</p><h2>Hero Vida VX2: Battery and Range </h2><p>The Vida VX2 is available in two variants, each offering different battery configurations and performance levels. The entry-level Go version is equipped with a single 2.2kWh removable battery, delivering a claimed range of up to 92 km.</p><p><strong>Also Read:&nbsp;</strong><a href="https://www.autox.com/news/bike-news/hero-motocorp-announces-india-pricing-for-2025-harley-davidson-motorcycles-121045/">Hero MotoCorp Announces India Pricing for 2025 Harley-Davidson Motorcycles</a></p><p>The higher-end Plus variant features two removable battery packs with a total capacity of 3.4kWh, allowing for a longer range of up to 142 km. Both variants are powered by the same 8.04bhp direct-drive permanent magnet motor.</p><p> In terms of speed, the Go tops out at 70km/h, while the Plus can reach 80km/h. Acceleration also differs: the Go takes 4.2 seconds to go from 0 to 40km/h, whereas the Plus does it quicker in 3.1 seconds.</p><h2>Hero Vida VX2: Charging Time</h2><p>The Vida VX2 supports fast charging, allowing the battery to charge up to 80% in about an hour. Using the standard 580W charger, however, a full charge takes approximately 3 hours and 53 minutes for the Go variant and around 5 hours and 39 minutes for the Plus.</p><h2>Hero Vida VX2: Features</h2><p>Feature-wise, the scooter is equipped with a 4.3-inch TFT/LCD screen, offers Eco, Ride, and Sport modes, and includes smartphone connectivity.</p><p><strong>Also Read:&nbsp;</strong><a href="https://www.autox.com/news/bike-news/hero-vida-vx2-electric-scooter-launched-in-india-at-rs-59490-with-baas-option-121122/">Hero Vida VX2 Electric Scooter Launched in India at Rs 59,490 with BaaS Option</a><br></p><p>Additional features include remote immobilisation, cloud-based connectivity, turn-by-turn navigation, and 12-inch wheels. Do note that the availability of some of these features depends on the variant opted for.</p>

Hero Vida VX2 Price Slashed by Up to Rs 15,000 in Limited-Time Deal; Starts at Rs 44,990

The Hero Vida VX2 comes in two variants: the Go with a 2.2kWh removable battery and 92 km range, and the Plus with 3.4kWh capacity offering up to 142 km.

<p>KTM has launched the updated 2025 390 Adventure X in India at an ex-showroom price of Rs 3.03 lakh, marking a Rs 12,000 increase over the previous version. The key highlight of this update is the addition of cruise control, along with premium features such as cornering ABS, cornering traction control, and three riding modes (Street, Rain, and Off-Road) that were previously exclusive to the top-of-the-line variant. KTM has also revised the handlebar switchgear to incorporate new controls for cruise and ride mode selection. Powered by the updated 399cc engine, the 390 Adventure X continues to deliver strong performance and versatility. With this upgrade, KTM strengthens its position in the entry-level adventure motorcycle segment, appealing to enthusiasts seeking a feature-rich ADV at a competitive price point.</p><p>The 2025 KTM 390 Adventure X showcases a bold and rugged design inspired by the brand’s Dakar Rally heritage. At the front, it features a vertically stacked dual-LED headlamp setup surrounded by an LED DRL, complemented by a tall windscreen that adds to its aggressive look. Its angular fuel tank, elongated single-piece seat, and slim tail section with a compact LED taillight all reinforce its adventure-focused styling. The bike is available in two colour options: Electronic Orange and Ceramic White.</p><h2>KTM 390 Adventure X: Engine and Hardware Details</h2><p>Moving on to the mechanical aspects, the new Adventure X is powered by a 399cc, single-cylinder, liquid-cooled engine. This unit delivers 45bhp of maximum power and 39Nm of peak torque. It comes paired with a six-speed gearbox featuring a slip-and-assist clutch for smoother engagement and a bidirectional quickshifter for seamless gear changes.</p><p><strong>Also Read:&nbsp;</strong><a href="https://www.autox.com/news/industry-news/ktm-rc-200-rc-390-prices-revised-in-india-check-details-120743/">KTM RC 200, RC 390 Prices Revised in India; Check Details</a></p><p>When it comes to hardware components, the 390 Adventure X features long-travel suspension – a telescopic inverted fork at the front and a preload-adjustable monoshock at the rear, both providing 200mm of travel for better comfort and stability on rough terrain.</p><p> Braking is managed by a 320mm front disc and a 240mm rear disc, mounted on 19-inch front and 17-inch rear alloy wheels. With a seat height of 825mm, ground clearance of 227mm, and a kerb weight of 177kg, the motorcycle is suitable for both on-road and off-road riding. It also has a 14.5-litre fuel tank, perfect for long-distance adventures.</p><h2>KTM 390 Adventure X: Other Features</h2><p>In terms of features, the bike shares its TFT instrument cluster with the standard 390 Adventure. It includes Bluetooth connectivity for call/message alerts, navigation, and music control. Safety tech includes dual-channel ABS with the option to disengage rear ABS and a dedicated off-road ABS mode.</p><p><strong>Also Read:&nbsp;</strong><a href="https://www.autox.com/reviews/bike-reviews/ktm-390-adventure-first-ride-review-its-everything-you-wanted-and-more-119965/">KTM 390 Adventure First Ride Review: It's Everything You Wanted, And More!</a><br></p><p>Additional highlights come in the form of all-LED lighting and a USB charging port located next to the display for convenient device charging on the go.</p>

2025 KTM 390 Adventure X Launched with Cruise Control in India; Priced at Rs 3.03 Lakh

The 2025 KTM 390 Adventure X now gets cruise control, cornering ABS, traction control, and three ride modes, features previously limited to the top variant.

<p>The Bajaj Pulsar NS400Z and Harley-Davidson X440 may both compete in the under-500cc segment, but they are built with distinctly different philosophies. The NS400Z is Bajaj’s new flagship Pulsar, designed for riders who prefer sharp performance, aggressive design, and sporty features like ride modes and a bi-directional quickshifter. Meanwhile, the X440 takes a more classic approach, combining a relaxed stance, torquey engine, and premium components to deliver a roadster that feels more cruiser-like. Both bikes feature modern tech and safety equipment but differ in performance, ride feel, and target audience. Whether you are after speed and agility or comfort and presence, this spec comparison breaks down how these two motorcycles differ on paper and where each one stands out.</p><h2>Bajaj Pulsar NS400Z vs Harley-Davidson X440 Spec Comparison: Price and Colour Options</h2><p>Bajaj has rolled out the refreshed Pulsar NS400Z with a starting ex-showroom price of Rs 1.92 lakh, offered in just one trim level. This marks a slight increase over the 2024 model, which was priced at Rs 1.85 lakh. In contrast, Harley-Davidson’s X440 begins at Rs 2.39 lakh and is available in three variants.</p><p><strong>Also Read:&nbsp;</strong><a href="https://www.autox.com/news/bike-news/hero-motocorp-announces-india-pricing-for-2025-harley-davidson-motorcycles-121045/">Hero MotoCorp Announces India Pricing for 2025 Harley-Davidson Motorcycles</a><br><br>In terms of paint schemes, the Pulsar NS400Z can be had in one of three colours:&nbsp;Ebony Black,&nbsp;Pewter Grey, or Glossy Racing Red. The Harley X440 offers a broader spectrum with seven available shades, including standout shades like&nbsp;Baja Orange,&nbsp;Denim Mustard,&nbsp;Matte Black, and Vivid Goldfish Silver.</p><h2>Bajaj Pulsar NS400Z vs Harley-Davidson X440 Spec Comparison: Engine Specs</h2><p>Mechanically, Bajaj retains the 373cc single-cylinder motor for the NS400Z, but with revised tuning. The engine now delivers 43bhp (up from 40bhp), with a higher rev ceiling of 10,700rpm in Sport mode. The top speed has risen to 157km/h, 7km/h more than before. Acceleration figures have also improved: 0–60km/h now takes just 2.7 seconds, while 0–100km/h comes up in 6.4 seconds.</p><p>
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      <img src="https://images.autox.com/uploads/2024/04/Harley-Davidson-X440.jpg" alt="Harley Davidson X440 Road Trip" style="width: 100%; height: auto;">
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  <p><br></p><p>Meanwhile, the Harley-Davidson X440 is powered by a new 440cc single-cylinder engine using air and oil cooling. It generates 27bhp at 6,000rpm and 38Nm of torque at 4,000rpm and is paired with a 6-speed transmission sending power to the rear wheel.</p><h2>Bajaj Pulsar NS400Z vs Harley-Davidson X440 Spec Comparison: Hardware</h2><p>The updated Bajaj Pulsar NS400Z now gets a wider 150-section rear radial tyre and replaces the front bias-ply with a radial for improved grip and handling. Sintered front brake pads reduce braking distance by up to 7%. It also debuts Bajaj’s Sport Shift bi-directional quickshifter for clutchless gear changes in both directions. The chassis remains unchanged, retaining the twin-spar steel perimeter frame and 174kg kerb weight. It rides on 17-inch wheels (110/70 front, 150/60 rear), with suspension travel rated at 120mm front and 130mm rear. Seat height is 805mm, ground clearance is 165mm, and fuel tank capacity is 12 litres. Braking duties are handled by a 320mm front disc and 230mm rear disc, with dual-channel ABS.</p><p><strong>Also Read:</strong>&nbsp;<a href="https://www.autox.com/news/bike-news/2025-bajaj-dominar-400-250-launched-in-india-prices-start-at-rs-191-lakh-121152/">2025 Bajaj Dominar 400, 250 Launched in India; Prices Start at Rs 1.91 Lakh</a></p><p>In contrast, the Harley-Davidson X440 features 43mm USD front forks with dual-cartridge damping and twin gas-charged rear shocks. It uses disc brakes on both ends with a 320mm front rotor and dual-channel ABS. The bike weighs 190.5kg, has a 13.5-litre tank, 805mm seat height, and 170mm ground clearance. It rides on MRF Zapper Hyke tyres – 100/90-18 front and 140/70-17 rear.</p><h2>Bajaj Pulsar NS400Z vs Harley-Davidson X440 Spec Comparison: Tech Aids</h2><p>
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  <p><br></p><p>Feature-wise, the 2025 NS400Z brings updated tech such as a lap timer, selectable ride modes, audio control, Bluetooth pairing for turn-by-turn directions, and additional digital aids.</p><p>
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      <img src="https://images.autox.com/uploads/2023/07/Harley-Davidson-X440-Speedometer1.jpg" alt="Harley Davidson X440 Speedometer1" style="width: 100%; height: auto;">
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  <p><br></p><p>Each variant of the X440 is visually and mechanically distinct. The entry-level Denim version includes spoke wheels. The mid-tier Vivid trim swaps those for alloy wheels. The top-spec S version offers diamond-cut alloy wheels, precision-machined cooling fins, 3D logo detailing, and a full-colour TFT screen with connected features like navigation and alerts. All variants come equipped with a USB charger as standard.</p>

Bajaj Pulsar NS400Z vs Harley Davidson X440 Spec Comparison: What's Different?

Looking for speed and agility or comfort and presence? This spec comparison of the Bajaj Pulsar NS400Z and Harley X440 shows how they differ and stand out.

<p>Ampere, owned by Greaves Electric Mobility, has introduced a five-year or 75,000 km battery warranty for its Nexus electric scooter, whichever comes first. This makes it one of the longest battery warranties currently available in India’s electric two-wheeler market. The warranty is applicable to both the EX and ST variants. The EX is priced at Rs 1.15 lakh, while the ST version costs Rs 1.25 lakh. All mentioned prices are ex-showroom figures. To make the scooter more affordable, the company has also rolled out updated finance options with interest rates starting at 6.99% and lower down payment requirements.<br></p><h2>Ampere Nexus: Technical Overview</h2><p>Ampere’s first high-performance electric scooter is powered by a 3kWh LFP battery, which delivers a claimed range of 110 km on a full charge. The company states that the battery can be fully recharged in approximately 3 hours and 22 minutes.</p><p><strong>Also Read:&nbsp;</strong><a href="https://www.autox.com/news/bike-news/ather-rizta-s-with-larger-battery-launched-in-india-at-rs-137-lakh-121126/">Ather Rizta S With Larger Battery Launched in India at Rs 1.37 Lakh</a></p><p> A mid-mounted PMS motor drives the rear wheel, producing a nominal 4.42bhp and peaking at 5.3bhp. The scooter offers four riding modes, achieves a top speed of 93 km/h, and can climb gradients of up to 16 degrees.<br></p><h2>Ampere Nexus: Feature Suite</h2><p>Equipped with modern technology, the Ampere Nexus includes a 7-inch TFT touchscreen display powered by the brand’s proprietary Nex.IO interface. </p><p>Additional highlights include full-LED lighting and 12-inch alloy wheels. Buyers can choose from four paint jobs: Steel Grey, Lunar White, Indian Red, and Zanskar Aqua. The model is available in two variants: Standard and ST.<br></p><h2>Ampere Nexus: Chassis and Suspension</h2><p>Built on a newly developed underbone frame, the Nexus employs a telescopic front fork and dual rear shock absorbers.</p><p><strong>Also Read:&nbsp;</strong><a href="https://www.autox.com/news/bike-news/tvs-iqube-31kwh-variant-launched-at-rs-105-lakh-in-india-121123/">TVS iQube 3.1kWh Variant Launched at Rs 1.05 Lakh in India</a></p><p>Braking is handled by a front disc and rear drum setup, both mounted on 12-inch alloy wheels with 90/90-section tyres.<br></p><h2>Ampere Nexus: Market Rivalry</h2><p>In India’s electric two-wheeler space, the Ampere Nexus goes up against rivals such as the Ola S1 Air, TVS iQube, Bajaj Chetak, and the Ather 450S.<br></p>

Ampere Nexus Now Comes with Standard 5-Year Battery Warranty

In India’s electric two-wheeler space, the Ampere Nexus goes up against rivals such as the Ola S1 Air, TVS iQube, Bajaj Chetak, and the Ather 450S.

<p>Bajaj Auto has launched the 2025 Pulsar NS 400Z in India, priced at Rs 1.92 lakh (ex-showroom). At first glance, it appears quite similar to the outgoing model, but under the surface, it packs a bunch of changes. The engine is still the same 373cc single-cylinder unit, but Bajaj has squeezed more power out of it. Now producing 43bhp (up from 40bhp), the bike also features a higher redline in Sport mode, revving to 10,700 rpm. Even the top speed has gone up to 157km/h, a 7km/h jump from before. These changes mean the NS 400Z now feels quicker and more alive, especially when pushed hard.</p><p><strong>Also Read:&nbsp;</strong><a href="https://www.autox.com/news/bike-news/2025-bajaj-dominar-400-250-launched-in-india-prices-start-at-rs-191-lakh-121152/">2025 Bajaj Dominar 400, 250 Launched in India; Prices Start at Rs 1.91 Lakh</a></p><p>Bajaj hasn’t stopped at just improving power figures. The bike now does 0–60 km/h in just 2.7 seconds, half a second faster than the earlier model. The 0–100 km/h dash has also improved to 6.4 seconds. Thanks to a reworked transmission, the gear shifts feel smoother, making both city commuting and weekend rides a lot more fun and less tiring.</p><p>
    
  <img src="https://images.autox.com/uploads/2025/07/2025-Bajaj-NS-400Z-Side-1751963292735.webp" alt="2025 Bajaj NS 400Z Side.jpg" style="width: 100%; height: auto;"></p><p>To make the riding experience even more confidence-inspiring, Bajaj has introduced sintered brake pads. These reduce the stopping distance by about 7%, offering a better braking feel. Buyers can also choose a wider 150-section rear tyre for more grip. Together, these changes will bring better control whether you're cornering in the ghats or cruising on the highway.</p><p><strong>Also Read:&nbsp;</strong><a href="https://www.autox.com/news/bike-news/bajaj-freedom-125-prices-reduced-in-india-heres-what-it-costs-now-121047/">Bajaj Freedom 125 Prices Reduced in India: Here’s What It Costs Now</a></p><p>The NS 400Z takes on rivals like the KTM 390 Duke, TVS Apache RTR 310, Royal Enfield Guerrilla, and Triumph Speed 400. With its increased power, quicker acceleration, and improved handling, Bajaj positions the NS 400Z as a strong choice for riders who want performance without breaking the bank.</p>

2025 Bajaj Pulsar NS 400Z Launched at Rs 1.92 Lakh with More Power and Quick-Shifter

2025 Bajaj Pulsar NS 400Z gets a reworked 373cc engine with 43bhp, a higher 10,700 rpm redline in Sport mode, and an increased top speed of 157 km/h.

<p>Triumph Motorcycles has rolled out the 2025 edition of its Trident 660 in India, bringing fresh paint schemes, revamped suspension, new tech additions, and a slight bump in pricing. The motorcycle now carries a price tag starting at Rs 8.49 lakh, which is about Rs 37,000 higher than the earlier model, depending on the selected finish. While the base Jet Black remains at the entry price point, three newly introduced dual-tone paint options&nbsp;– Diablo Red/Sapphire Black, Cosmic Yellow/Sapphire Black, and Cobalt Blue/Sapphire Black – are pegged at Rs 8.64 lakh. All mentioned prices are ex-showroom figures.&nbsp;<br></p><h2>2025 Triumph Trident 660: What's New?</h2><p>Under the skin, the Trident continues with the same hardware configuration. It features a tubular steel perimeter frame and is equipped with 41mm Showa SFF-BP (Separate Function Big Piston) upside-down front forks offering 120mm travel. At the rear, a Showa monoshock with preload adjustability and 130mm of travel handles suspension duties. The braking setup includes twin 310mm discs at the front with Nissin two-piston calipers, along with a 255mm single rear disc. Cornering ABS is standard at both ends. The bike rides on 17-inch cast alloy wheels with Michelin Road 5 tyres in 120/70 (front) and 180/55 (rear) sizes.</p><p><strong>Also Read:&nbsp;</strong><a href="https://www.autox.com/news/bike-news/new-triumph-speed-triple-1200-rs-launched-in-india-with-more-power-at-rs-2039-lakh-121163/">New Triumph Speed Triple 1200 RS Launched in India with More Power at Rs 20.39 Lakh</a></p><p>The feature list gets a boost this year with the addition of cruise control and support for an optional quickshifter. Existing ride aids such as three selectable ride modes (Sport, Road, and Rain), along with switchable traction control, and a hybrid LCD-TFT display remain. Riders can also opt for the My Triumph connectivity suite, which brings media control, navigation, GoPro integration, and smartphone functions directly into the dashboard interface.<br><br>Triumph is also offering an extensive catalogue of factory accessories for the model. These include additions such&nbsp;as a TPMS, heating grips, and a USB charging socket. Moreover, there are styling enhancements in the form of tank and tail bags,&nbsp;scrolling LED indicators, a belly pan, a compact flyscreen, and bar-end mirrors.&nbsp;</p><h2>2025 Triumph Trident 660: Engine Specs and Rivals</h2><p>The power and torque figures remain unchanged. The Trident 660 continues to draw power from a 660cc, inline three-cylinder, liquid-cooled engine, which produces 81bhp of maximum power at 10,250rpm and 64Nm of torque at 6,250rpm. With a kerb weight of 190 kg and a seat height of 805 mm, it maintains its reputation as an approachable, user-friendly middleweight. The slim 14-litre fuel tank, a 1,401mm wheelbase, and steep 24.6-degree rake enhance its nimbleness.</p><p><strong>Also Read:&nbsp;</strong><a href="https://www.autox.com/news/bike-news/triumph-speed-400-gets-free-accessories-worth-rs-7600-121136/">Triumph Speed 400 Gets Free Accessories Worth Rs 7,600</a></p><p>The updated Trident 660 competes in the middleweight street-naked segment, squaring off against rivals such as the Kawasaki Z650 and Honda CB650R.</p>

2025 Triumph Trident 660 Launched in India with Revised Suspension and New Features

The 2025 Triumph Trident 660 brings fresh paint schemes, revamped suspension, new tech additions, and a slight bump in pricing.

<p>Triumph India has revealed the prices for the 2025 iteration of the Speed Triple 1200 RS, following its global debut earlier this year.&nbsp;The updated naked sportsbike is Rs 2.44 lakh more expensive than its predecessor at Rs 20.39 lakh (all prices, ex-showroom). It has the same engine (1160cc, liquid-cooled, three-cylinder), but more power and torque. The engine is tuned for more performance, resulting in power&nbsp;and torque outputs of 180.4bhp and 128Nm, respectively.&nbsp;Triumph says that drawing inspiration&nbsp;from Triumph’s Moto2 experience,&nbsp;the motor has been refined to deliver increased&nbsp;power, better durability, and reduced weight.&nbsp;</p><p>One of the key upgrades is the new free-flowing exhaust system&nbsp;paired with a compact silencer. Notably,&nbsp;Triumph is offering a premium Akrapovic silencer&nbsp;as a standout accessory for the new iteration. Read on for more details.</p><p><strong>Also Read:&nbsp;</strong><a href="https://www.autox.com/news/bike-news/triumph-speed-400-gets-free-accessories-worth-rs-7600-121136/">Triumph Speed 400 Gets Free Accessories Worth Rs 7,600</a></p><h2>New Triumph Speed Triple 1200 RS: What's More?</h2><p>For 2025, the bike's ergonomics and hardware have also seen noticeable changes. For instance, the handlebar is now wider and a bit taller. Moreover, there is now&nbsp;a fully electronically adjustable 43mm&nbsp;Ohlins inverted front fork and an Ohlins monoshock at the rear for suspension.&nbsp;They use a smart system called&nbsp;Objective Based Tuning Interface&nbsp;(OBTi),&nbsp;which allows riders to fine-tune&nbsp;the suspension’s compression and rebound damping electronically,&nbsp;depending on their preferences or riding conditions.</p><p>In addition, the bike gets several rider aids such as engine braking control, a fully adjustable cruise control, and wheelie control.</p><p>The 2025 Speed Triple 1200 RS has performance-focused updates. It now features grippier Pirelli Supercorsa V3 tyres instead of the previous Metzeler Racetec RR setup. However, the wheel size (120/70-ZR17 at the front and 190/55-ZR17 at the rear) is the same. Other amenities include cornering ABS, switchable cornering traction control, a 5-inch&nbsp;TFT screen, five riding modes, and a standard steering damper.</p><p><strong>Also Read:&nbsp;</strong><a href="https://www.autox.com/news/bike-news/triumph-speed-t4-gets-new-baja-orange-colour-option-in-india-121035/">Triumph Speed T4 Gets New Baja Orange Colour Option in India</a></p><p>The bike is offered in three colours: Jet Black,  Granite, and Diablo Red, and Granite and Performance Yellow.&nbsp;</p>

New Triumph Speed Triple 1200 RS Launched in India with More Power at Rs 20.39 Lakh

Priced at Rs 20.39 lakh, the new Triumph Speed Triple 1200 RS undercuts its rivals, such as the KTM 1390 Super Duke R (Rs 22.96), and the Ducati Streetfighter V4 (Rs 24.62). All prices are ex-showroom. 

<p>Royal Enfield’s Scram 440 is gradually making its way back into the market, with dealers across India reopening bookings and offering limited test rides. The model, which debuted in January as the Scram 411’s replacement, saw its sales temporarily halted soon after launch due to a technical fault. The issue stemmed from a malfunctioning Woodruff key, an internal component in the magneto assembly responsible for linking rotating parts to the engine shaft. In some early production units, this flaw led to the bike stalling mid-ride and failing to restart. As a result, Royal Enfield paused deliveries during the early distribution phase to address the problem. However, several market reports now indicate the defect has been corrected.&nbsp;Here's all you need to know about the RE model.&nbsp;</p><h2>Royal Enfield Scram 440: Key Details</h2><p>The Royal Enfield Scram 440 is priced between Rs 2.08 lakh and Rs 2.15 lakh (ex-showroom), placing it in direct competition with rivals such as the Yezdi Scrambler and Triumph Scrambler 400 X.</p><p><strong>Also Read:&nbsp;</strong><a href="https://www.autox.com/news/industry-news/royal-enfield-registers-22-year-on-year-sales-growth-in-june-121141/">Royal Enfield Registers 22% Year-on-Year Sales Growth in June</a></p><p> Powered by a revised 443cc long-stroke engine, the Scram 440 delivers enhanced performance, producing 25.4bhp at 6,250rpm and 34Nm of torque at 4,000rpm, an improvement over the Scram 411’s 24bhp and 32Nm output. It also comes paired with a six-speed transmission.<br><br>Mechanical updates include a larger 30/32mm front brake caliper and a strengthened chassis. The bike now features switchable ABS controlled via the switch cube, while suspension hardware remains the same – 41mm telescopic forks and a monoshock with linkage, offering 190mm and 180mm travel, respectively. It maintains its 19-inch front and 17-inch rear wheels, now with alloy and tubeless tyre options.</p><p><strong>Also Read: </strong><a href="https://www.autox.com/news/bike-news/royal-enfield-scram-440-vs-scram-411-spec-comparison-whats-different-119189/">Royal Enfield Scram 440 vs Scram 411 Spec Comparison: What’s Different?</a></p><p>Design-wise, the Scram 440 retains its retro appeal but adds modern touches such as a round LED headlamp, bold fuel tank graphics bearing the “440” badge, and a single-piece seat slightly elevated for improved pillion comfort.</p><p>
    <div style="width: 100%; height: auto;" class="post-image">
      <img src="https://images.autox.com/uploads/2024/12/Royal-Enfield-Scram-440-Motoverse-2024-Instrument-Cluster.jpg" alt="Royal Enfield Scram 440 Motoverse 2024 Instrument Cluster" style="width: 100%; height: auto;">
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  </p><p>Notable features of the Scram 440 comprise a round semi-digital instrument console, circular rear-view mirrors, protective knuckle guards, and halogen indicators. As for colour options, the motorcycle is offered in five distinctive paint jobs: Force Blue, Force Grey, Force Teal, Trail Green, and Trail Blue, catering to a range of rider preferences and adding to its appeal as an adventure-ready machine.</p><p><a href="https://www.carandbike.com/news/royal-enfield-scram-440-back-on-sale-booking-reopened-3217614">Source</a></p>

Royal Enfield Scram 440 Bookings Reopen in India

The Royal Enfield Scram 440 is priced from Rs 2.08 lakh to Rs 2.15 lakh (ex-showroom), competing with the Yezdi Scrambler and Triumph Scrambler 400 X.

<p>MotoGP heads to Brno for the Czech GP before its traditional summer break. Jorge Martin, the reigning 2024 world champion, returns to action at this round, now riding with Aprilia. He makes his comeback after recovering from an injury he suffered at Qatar. Before the Czech GP, Martin was allowed a private test session on the Aprilia RS-GP25 to help him acclimatise with the bike ahead of the race weekend.</p><p><strong>Also Read:&nbsp;</strong><a href="https://www.autox.com/motorsport-news/motogp-jorge-martin-to-stay-with-aprilia-for-2026-season-121282/">MotoGP: Jorge Martin to Stay with Aprilia for 2026 Season</a></p><p>Meanwhile, Marc Marquez continues to lead the 2025 MotoGP championship. His recent victory at Sachsenring pushed his advantage to 83 points over his brother Alex Marquez. </p><p>
    
  <img src="https://images.autox.com/uploads/2025/07/Ducati-Rider-Marc-Marquez-at-MotoGP-German-GP-1752417901236.webp" alt="Ducati Rider Marc Marquez at MotoGP German GP.jpg" style="width: 100%; height: auto;"></p><p>With the summer break just ahead, the Czech GP becomes a crucial race. Riders will aim to close gaps, gain momentum, and reset before the season resumes.</p><h2>MotoGP Czech GP: 2025 Brno Race Timings</h2><p><strong>Friday, July 18</strong></p><p>Czech MotoGP Free Practice Nr. 1 - 2:15 pm</p><p>Czech MotoGP Practice - 6:30 pm</p><p><strong>Saturday, July 19</strong></p><p>Czech MotoGP Free Practice Nr. 2 - 1.40 pm</p><p>Czech MotoGP Qualifying - 2.20 pm</p><p>Czech MotoGP Sprint - 6:30 pm</p><p><strong>Sunday, July 20</strong></p><p>CzechMotoGP - 5:30 pm</p><h2>MotoGP Czech GP: Where to Watch the 2025 Race</h2><p>MotoGP fans in India can watch all the action live on FanCode. The platform will stream every session, including the Grand Prix, Tissot Sprint, and all practice rounds. Viewers can also access race highlights, rider interviews, expert analysis, and exclusive behind-the-scenes content—all in one place.</p><p><strong>Also Read:&nbsp;</strong><a href="https://www.autox.com/motorsport-news/motogp-marc-marquez-cruises-to-69th-win-at-sachsenring-in-chaos-filled-german-gp-121212/">MotoGP: Marc Marquez Cruises to 69th Win at Sachsenring in Chaos-Filled German GP</a></p><p>For those looking for uninterrupted, full-race coverage, the MotoGP VideoPass remains available as a separate subscription. It offers live and on-demand access to every part of the race weekend, from free practice and qualifying to full races and post-race highlights. It’s an ideal choice for fans who want a complete MotoGP experience.<br><br></p>

MotoGP Czech GP: Here’s When, Where and How to Watch 2025 Brno Race in India

MotoGP returns to Brno as Jorge Martin makes his comeback with Aprilia after injury, while Marc Marquez leads the standings before the summer break.

<p>Jorge Martin has officially ruled out a potential Honda switch and confirmed he will stay with Aprilia Racing for the 2026 MotoGP season. Speaking at a press conference ahead of the Brno Grand Prix, Martin ended weeks of speculation about his future. While he had earlier indicated plans to activate a release clause in his contract, Aprilia maintained he was still committed to them for next year. Now, the Spanish rider has decided to continue with the Italian team.</p><p><strong>Also Read:&nbsp;</strong><a href="https://www.autox.com/motorsport-news/f1-ten-years-later-how-jules-bianchi-changed-the-sport-forever-121281/">F1: Ten Years Later, How Jules Bianchi Changed the Sport Forever</a></p><p>Martin, who is returning to action after a long injury break, spoke openly about the difficulties he has faced this season. The 2024 MotoGP World Champion struggled with the Aprilia  RS-GP's performance and slipped outside the top three in the standings, prompting him to consider a move, reportedly to Honda. But with a renewed focus and recovery behind him, Martin is now ready to push forward with Aprilia.</p><p><img src="https://images.autox.com/uploads/2025/05/Jorge-Martin-On-RS-GP-1747913631791.webp" alt="Jorge Martin On RS-GP.jpg" style="width: 100%; height: auto;"></p><p>The contract situation became tense when Martin attempted to leave after just one year with the team. Aprilia claimed this was a violation, pointing out that he had only raced once in Qatar before his injury. The manufacturer insisted that the contract still held, and even threatened legal action to block any move to a rival team, including the speculated Honda deal.</p><p>Dorna CEO Carmelo Ezpeleta also got involved, saying Martin wouldn’t be cleared to ride for another team unless the dispute with Aprilia was resolved. That added pressure likely played a role in Martin’s final decision to stay. With the legal and contractual hurdles now out of the way, both Martin and Aprilia can shift their focus back to the 2025 season.</p><p><strong>Also Read:&nbsp;</strong><a href="https://www.autox.com/motorsport-news/motogp-marc-marquez-cruises-to-69th-win-at-sachsenring-in-chaos-filled-german-gp-121212/">MotoGP: Marc Marquez Cruises to 69th Win at Sachsenring in Chaos-Filled German GP</a></p><p>As the MotoGP paddock heads into the Brno GP weekend, attention turns to Martin’s performance on track. With the Honda switch off the table and his future with Aprilia confirmed, he can now concentrate on racing, regain his rhythm, and fight to return to the top of the standings.</p>

MotoGP: Jorge Martin to Stay with Aprilia for 2026 Season

MotoGP Champion Jorge Martin confirms Aprilia stay for 2026 after contract dispute. Returning to Brno, he looks to bounce back after injury setback.

<p>Formula 1 lost more than a driver on 17 July 2015, it lost a young man whose quiet determination and raw talent had captured the sport’s imagination. Jules Bianchi, a Ferrari-backed driver racing for Marussia, succumbed to injuries sustained during the 2014 Japanese Grand Prix in Suzuka. It was the sport’s first fatal racing incident in over two decades. To those who knew him, Bianchi wasn’t just a future Ferrari contender, he was a respected figure in the paddock, known for his humility and calm presence.</p><p><strong>Also Read:&nbsp;</strong><a href="https://www.autox.com/motorsport-news/f1-2026-driver-market-cadillac-enters-bottas-in-play-verstappen-speculation-explodes-121248/">F1 2026 Driver Market: Cadillac Enters, Bottas in Play, Verstappen Speculation Explodes</a></p><p>His breakthrough came at the 2014 Monaco Grand Prix. In a car few expected to finish in the points, Bianchi crossed the line in ninth place, earning Marussia its first-ever points in Formula 1. It was a remarkable drive on the very streets near his hometown of Nice, and it offered a glimpse of the greatness many believed was ahead. But just months later, on a rain-soaked day in Suzuka, that journey was tragically cut short. Bianchi’s car went off track and collided with a recovery vehicle. He never regained consciousness.</p><p>
    
  <img src="https://images.autox.com/uploads/2025/07/Jules-Bianchi-(2)-1752758126405.webp" alt="Jules Bianchi (2).jpg" style="width: 100%; height: auto;"></p><p>Ten years later, Jules Bianchi’s name still echoes around the paddock. His godson, Charles Leclerc, now leading Ferrari’s charge, often honours his memory both on and off the track. Though his time in the sport was brief, Jules Bianchi’s impact remains permanent, in every safer race, every rising talent, and every memory that keeps his story alive. In honour of the mark he left on the sport, Formula 1 officially retired his racing number ‘17’, ensuring it will never be used again.</p><h2>F1: Jules Bianchi and Ferrari</h2><p>Bianchi’s climb to Formula 1 had been no less impressive than his time in it. He stood out in junior categories, with championship wins and consistent podiums. His potential caught Ferrari’s attention early on, leading to his inclusion in the newly formed Ferrari Driver Academy. There, he not only tested F1 machinery but also became an integral part of Ferrari’s long-term plans. His back-to-back third-place finishes in the 2011 and 2012 GP2 seasons confirmed his readiness for the top tier.</p><p>
    
  <img src="https://images.autox.com/uploads/2025/07/Jules-Bianchi-(4)-1752758217319.webp" alt="Jules Bianchi (4).jpg" style="width: 100%; height: auto;"></p><p>2012 was a pivotal year, as Bianchi secured a reserve driver role with Force India. When Marussia needed a quick replacement for Luiz Razia before the 2013 season, Bianchi was the natural choice. Despite minimal preparation, he adapted instantly. He often outperformed teammate Max Chilton, with a standout 13th-place finish in Malaysia highlighting his ability to deliver results despite limited machinery.</p><h2>Jules Bianchi's Impact on F1</h2><p>Though his F1 record may seem modest at a glance, Bianchi’s impact on the sport was profound. His tragic accident catalysed major safety reforms. </p><p>
    
  <img src="https://images.autox.com/uploads/2025/07/F1-halo-1752758323860.webp" alt="F1 halo.jpg" style="width: 100%; height: auto;"></p><p>Most notably, it accelerated the development and introduction of the halo, now a standard protective feature that has since saved multiple drivers. Bianchi’s loss forced the sport to re-examine its protocols, leading to a safer environment for future generations.</p><p><strong>Also Read:&nbsp;</strong><a href="https://www.autox.com/motorsport-news/nissans-oliver-rowland-wins-2025-formula-e-title-mahindra-secures-another-podium-finish-121220/">Nissan's Oliver Rowland Wins 2025 Formula E Title; Mahindra Secures Another Podium Finish</a></p><p>Ten years after his final race, Jules Bianchi Impact still lives on. His legacy lives on in every driver protected by the halo and in the memories of fans who saw in him a glimpse of Ferrari’s future. Jules may be gone, but his name still resonates across the F1 paddock.</p>

F1: Ten Years Later, How Jules Bianchi Changed the Sport Forever

Even a decade after his passing, Jules Bianchi’s legacy lives on in F1, reflected in safety reforms, tributes across the paddock, and in Charles Leclerc’s career.

F1 2026 Driver Market: Cadillac Enters, Bottas in Play, Verstappen Speculation Explodes

Max Verstappen, Perez, and Bottas are at the centre of the 2026 F1 driver market, with big team moves and comebacks shaping a dramatic grid.

<p>The Indian Racing League’s 2025 edition marked a bold new chapter on July 15 with its inaugural driver draft, hosted at Mumbai’s Taj Lands End.&nbsp;The event served as a gathering point for franchise owners, league executives, and media representatives, officially kicking off a season set to deliver intense competition, international talent, and stronger fan involvement. It was conceived to bring more structure and openness to the team selection process, a first in Indian motorsport, while reinforcing the Indian Racing Festival’s commitment to building a league that balances inclusivity with performance excellence.</p><p>Akhilesh Reddy, Chairman and Managing Director of Racing Promotions Pvt. Ltd. (RPPL), the organisation behind IRF, said, 'This brings our collective vision to life when it comes to the Indian Racing Festival 2025. With this driver draft, we’re building a new foundation for motorsport in India – one that’s inclusive, structured, and deeply competitive. The Driver Draft for IRL 2025 celebrates talent, promotes competence, and builds serious anticipation for the racing season. What we’re doing here is building a sport for India, by India, with the world watching.'<br></p><h2>The First-of-its-Kind Draft</h2><p>A total of 24 drivers were drafted, with each franchise building its lineup around four distinct categories: one seasoned international racer, one Indian or Indian-origin driver with global experience, one rising Indian talent, and one female competitor. The selections showcased a strong balance between veteran expertise and emerging potential.</p><p><strong>Also Read:&nbsp;</strong><a href="https://www.autox.com/motorsport-news/lamborghini-temerario-gt3-revealed-with-hybrid-free-v8-power-race-debut-in-2026-121226/">Lamborghini Temerario GT3 Revealed with Hybrid-Free V8 Power, Race Debut in 2026</a></p><p>The draft spotlighted renowned names like Neel Jani, former F1 test driver and Le Mans champion, Raoul Hyman, twice an IRL title-winner, and Jon Lancaster, with GP2 and endurance racing credentials. They will line up alongside emerging Indian racers such as Ruhaan Alva, Sai Sanjay, Sohil Shah, and Akshay Bohra, as well as standout women drivers Fabienne Wohlwend, Caitlin Wood, and Gabriela Jilkova. The league now accelerates toward an exciting August kickoff.<br><br>Following the draft, a joint press conference was held where all six team owners, some of whom are prominent figures from Indian film and sports, unveiled their squads and shared their ambitions for the league. Owners, along with their technical teams, were actively involved throughout the selection process, aiming to align performance goals with regional representation.</p><p><strong>Also Read:&nbsp;</strong><a href="https://www.autox.com/motorsport-news/f1-christian-horner-removed-as-red-bull-racing-boss-in-a-shocking-move-121184/">F1: Christian Horner Removed as Red Bull Racing Boss in a Shocking Move</a><br><br>The 2025 season begins in August, featuring races on both traditional race circuits and urban street tracks across India.<br></p>

Indian Racing League 2025: Jani, Hyman and Indian Stars Picked in Historic Driver Draft

The 2025 Indian Racing League kicks off in August, with races held on both traditional circuits and urban street tracks across India.

<p>Seeing the success of Tesla, and its insane valuation (making it almost five times more valuable on paper than Toyota and over a dozen times more valuable than Mercedes-Benz), every automaker upturned their model strategy and jumped hook line and sinker into the EV fray. But EV sales growth is softening, and, in fact, at the high-performance end of the market the wheels appear to have fallen off the EV wagon train.</p><p><strong>Also Read:</strong>&nbsp;<a href="https://www.autox.com/opinion/dhruv-behl/a-cult-of-personality-can-lead-to-great-valuations-but-it-can-all-crash-just-as-fast-120439/" target="_blank">A Cult of Personality can Lead to Great Valuations, But it Can All Crash Just as Fast… </a><br></p>

<p>Porsche has seen this with their performance EV, the Taycan – which isn’t just proving difficult to shift from dealer lots, but it’s also seen residuals tank once it leaves the showroom floor. And that’s to say nothing of the sheer brilliance of the Taycan as not only an EV but also an outright performance car. The first time I drove the Taycan some years ago, on a mountain road in LA, I thought it felt like a paradigm shift. Forgive me for using a cliché, but it truly did feel like it was on rails thanks to its low centre of gravity. And the speed, thanks to its electric motor, was simply astonishing. The fact that it had four doors, and an equitable number of seats, was even more impressive. At the Porsche World Road Show, I got the chance to experience the eye-popping and brain-scrambling acceleration of the Taycan Turbo GT, and I came away with that same feeling of it being a paradigm shift once again.</p>

<p>So, why didn’t it set the sales charts on fire the way it should have done? Well, it appears that people want the visceral rush and drama that can come only from the ignition of oxygen with petrol to facilitate forward propulsion. There’s just something about the sound of the intake as the engine consumes vast quantities of air, that sensation of velocity resulting from a sequence of explosions in perfect symphony, capped off by the howl of spent gasses as they race to escape through the exhaust.</p><p><strong>Also Read:</strong>&nbsp;<a href="https://www.autox.com/exclusive-stories/porsche-911-gt-s-t-hybrid-driven-at-an-f1-race-track-resetting-the-goal-posts-120941/" target="_blank">Porsche 911 GT-S T-Hybrid Driven at an F1 Race Track: Resetting the Goal Posts</a></p>

<p>Porsche appears to have found the perfect middle ground with the brand new 911 GTS T-Hybrid – the world’s first road-going hybrid 911. This hybridized 911 gets a turbo with electrical assist, along with an electric motor in the gearbox that provides additional boost, all of which is powered by a 1.9kWh battery that’s about the size and shape of a standard 12V car battery. The benefit of having a small battery is that the weight penalty is minimised, plus it’s always charged and ready to support the internal combustion engine. </p><div style="width: 100%; height: auto;" class="post-image">
      <img src="https://images.autox.com/uploads/2025/06/Porsche-Experience-3-1749449811696.webp" alt="Porsche Experience-3.jpg" style="width: 100%; height: auto;">
    </div>
  <p><br></p><p>The end result is a 911 that’s not just more powerful than just about every other 911 on sale, with the exception of the Turbo and Turbo S, but also one that’s second only to the GT3 on the fun-to-drive scale – meaning that it hits a sweet spot in the range. At the same time, the hybrid tech should also help it be more efficient and meet the most stringent emissions regulations.</p>

<p>Porsche SE (the holding company for Porsche and VW) has just announced that it’ll take a write down of almost 3.5 billion Euros on its shares of Porsche AG, as Zuffenhausen goes back to the drawing board for its EV strategy – and that’s to say nothing of the almost 20 billion write down that it’s taking on its VW shares as Germany’s largest carmaker is also attempting to strike the right balance between the ICE &amp; EV models in its range.</p>

<p>For performance cars at the very least, it appears that hybrid may be the way to go as opposed to BEV...</p>

For Performance Cars, The Right Electrification Strategy Could Well be Electric Assist

For performance cars at the very least, it appears that hybrid may be the way to go as opposed to a Battery Electric Vehicle...

<p>To many of us, ADAS, or Advanced Driver Assistance Systems, seem like a gimmick. When watching multiple reels of idiots getting up from the driver’s chair and shifting to the rear seat while the car drives itself, one might think this technology is akin to handing over dynamite to a monkey. Others complain that their SUV was rear-ended because the system braked sharply and failed to correctly gauge pedestrian movement. Thus, it is deemed useless. Some claim that ADAS performs excellently on the highways, but in the city, they prefer to switch it off. Then there is India’s bewildering road infrastructure. We have as many types of speed breakers as dosa varieties in an Udupi restaurant. Many users also worry that, on India’s highways, where lane markings can suddenly disappear, ADAS might become confused and act irrationally. And to top it all, there are mind-boggling categories of vehicles on our roads, and animals – of the two- and four-legged variety. All are legitimate concerns – when new technology and human behaviour collide, this is inevitable because we don’t trust it. But trust can be earned, right?</p>

<p>Given our disproportionate road fatalities and injuries, I feel that ADAS (and subsequently Autonomous Driving, where the vehicle can sense the environment and act without human intervention) is our strongest bet to curb them. Behavioural change takes time, and the longer it takes, the higher the number of deaths and injuries. No country can afford these mind-numbing road fatality figures, even the most populous country in the world.</p><p><strong>Also Read:</strong>&nbsp;<a href="https://www.autox.com/opinion/srinivas-krishnan/understanding-road-fatalities-in-india-the-numbers-hide-a-deeper-story-one-that-is-frightening-119378/" target="_blank">Understanding Road Fatalities in India - The Numbers Hide a Deeper Story, One that is Frightening!</a><br></p><p>Therefore, cutting-edge technology to me is the only reliable and accessible solution we have currently. Not all vehicles are equipped with active and passive safety systems, plus we have a higher number of deaths of two-wheeler riders than any other category. So what if we have systems that govern how people drive? Systems that make people better drivers, even if they don’t want to be? Systems that make you a defensive driver, even though you are aggressive but don’t want to accept it?</p>

<p>That’s where ADAS comes in. It’s a driving assistant, not the driver itself. The more cars and commercial vehicles that come equipped with ADAS, the safer our roads can become. I have always had this thought in the back of my mind, when the other day, I chanced upon a video put up by a company called <em>Minus Zero</em>, that showed a vehicle autonomously navigating the streets of Bangalore and handling with ease everything that’s thrown at it… You know, the kind of stuff you wouldn’t see in countries where municipalities care about their citizens and citizens themselves exhibit fewer suicidal tendencies. It seems to address all the concerns that we have about ADAS / AD applications for India.</p><p><strong>Also Read:</strong>&nbsp;<a href="https://www.autox.com/opinion/dhruv-behl/the-iphone-isation-of-the-car-dashboard-is-a-mistake-119766/" target="_blank">The iPhone-isation of the Car Dashboard is a Mistake!</a><br></p>



<p>What <em>Minus Zero</em> has done differently is that their vision-based autopilot system ‘has taken an AI-first approach by training end-to-end foundational models that can learn navigation in a self-supervised manner from large-scale raw data without human labels, instead of traditionally used rule-based systems.’ Um. To interpret that in a language that a classic car driver like me can understand, I reached out to the co-founder and CEO of <em>Minus Zero,</em> Gagandeep Reehal. </p><p>He said, “There is so much variety on Indian roads that you cannot have predefined, rule-based algorithms. We built a system without labels, which can understand the art of driving, not only skill. When others are not following rules, then how can you navigate? How can we predict actions instead of text? Using large-scale data from fleets, we removed the bad driving habits and taught AI what good driving habits are. It understands nuances, it knows how to learn.” </p><iframe width="400" height="345" src="https://www.youtube.com/embed/hPRIp1WEFfY" frameborder="0" allowfullscreen=""></iframe>

<p><em><br></em><em>Minus Zero</em> says that their autopilot system leverages the power of bespoke foundational models and self-supervised learning to navigate complicated scenarios, using only cameras and without relying on maps. They claim that this is the first time end-to-end foundational models are being tested on Indian roads. That’s why it has generalization capabilities to new scenarios or new obstacles, which it’s encountering for the first time – as seen in the video.</p>

<p>“80% of the function of ADAS is safety. It is like a co-pilot. Things happen in the blink of an eye that even the most skilled driver cannot control. If the driver has two eyes, our system has six eyes. Even if I don’t follow the rules, it nudges me to do it. The only caveat is that the driver also has to trust the system, because top-level control is still in the driver’s hands. By law, Emergency Braking is the only system that has full system override, while for all others, the human can override – the software cannot take over without your consent.” So, if ADAS is your guardian angel, the AI-powered next-gen version is a little more understanding of the conditions that you’re operating in, it’s much more accepting.</p>

    
  
<p>“Today’s vehicles are like robots. A machine can be more deterministic, it can be controlled. For example, over-speeding may be thrilling for humans, but the machine is not looking for thrills,” says Gagandeep. “Autonomous Vehicle 1.0 uses a rules-based system. This is limited to places where there is proper infrastructure. On the other hand, AV 2.0 is a foundational model approach. AI requires a different DNA, as seen with BYD, Xiaomi and Tesla. If Tesla is like an iOS, why can’t there be another Android? That’s what we are up to.”</p><p><img src="https://images.autox.com/uploads/2025/06/Negotiating-oncoming-traffic-on-a-2-way-road-without-divider-1749447537282.webp" alt="Negotiating oncoming traffic on a 2-way road without divider.jpg" style="width: 100%; height: auto;"></p>

<p>According to <em>Minus Zero</em>, while about 90% of the ADAS products are deployed in a few developed countries, over 85% of road collisions in the world occur in emerging countries. Therefore, there is a need for such advanced driving assistance systems. “Across the entire Global South, for all the unstructured markets, we are unique in offering next-gen ADAS / AD solutions – starting from India,” he says. Minus Zero has already partnered with Ashok Leyland to deploy autonomous solutions at scale for commercial trucking. Starting with ports, factories and campuses, the partnership looks to expand to hub-to-hub applications as well as long-haul trucking. It is in talks with several other OEMs too.</p>

<p>“In India, there is a lot of confusion that AD will take away jobs. Fully autonomous driving is definitely more advanced, but it is to be used as a co-pilot… like an intern to assist you. It is not a job-taking feature, it is a driver assist. You only have to look at airplanes, how autonomous operations have made them safer,” says Gagandeep. “If OEMs say that consumers are choosing to turn off ADAS 80% of the time and they are not able to use it as intended, they will not opt for it the next time they purchase a vehicle. That’s why our role has become more important.”</p>

<p>To be honest, I used to think that ADAS was for wimps and that AD would not be relevant to India, even in the 22nd century. Not anymore. AI has transformed the way machines think and operate. Not too long ago, I used to write this column, perform a basic spellcheck, and send it off to the editor. Now, I use <em>Grammarly</em>, which cleans up my copy and gives me suggestions on how it will read better – I can choose whether to discard it or accept it. Mostly, I accept it. Similarly, with next-gen ADAS / AD featuring in all cars and commercial vehicles, you would have to be a truly careless driver to get into collisions. For example, ADAS / AD cannot do anything (as yet) if you drive under the influence. This has enormous legal and regulatory ramifications – I hope our various ministries awaken to the exciting possibilities of substantially reducing our road fatalities – technology is our only hope. I can’t believe a Luddite like me is saying it…</p>

Technology May be our Only Hope of Reducing Our Road Fatalities...

The key criticism against ADAS / AD is that it’s unsuitable for India. But if it were made suitable, wouldn’t our roads become safer?

<p>
    As I write this, it’s exactly 100 years ago that this copy for an advertisement in <em>The Times</em> newspaper appeared – on Saturday, May 2, 1925 to be precise: ‘Rolls-Royce Ltd beg to announce that, after prolonged tests, they can now demonstrate and accept orders for a new 40/50 H.P. chassis. The 40/50 H.P. chassis hitherto manufactured by them will be sold as before… The original chassis of this type was the famous Silver Ghost, and to prevent confusion such chassis will be known as the Silver Ghost model, whereas the new chassis will be known as the New Phantom.’</p>

<p>Who would have thought that the first time the Phantom name appeared in print would kickstart a legacy that would continue for 100 years, and look strong enough to dominate the next century too – no other model nameplate has been around for so long. Back then, the Phantom was a replacement for the hoary Silver Ghost, which by all means was overdue. The ‘haunting’ nomenclature for the models was a clever bit of marketing by managing director Claude Johnson – a tradition that continues at Rolls-Royce to this day. Instead of the dry British legal numbering (engine type/power rating), Johnson felt that giving a name that evokes the supernatural as an attribute to the silent performance and effortless ‘waftability’ of the cars would be more evocative.</p>



<p><strong>Also Read:</strong>&nbsp;<a href="https://www.autox.com/opinion/srinivas-krishnan/old-car-ownership-is-rewarding-most-times-but-it-can-be-punishing-too-119931/" target="_blank">Old Car Ownership is Rewarding Most Times, but it Can Be Punishing Too</a><br></p><p>Well, it worked, and as another old jungle saying goes, ‘The Phantom’s Silence Speaks Louder Than Words.’ The Phantom nameplate was always affixed to the pinnacle Rolls-Royce model – the one made for leaders and royalty, tycoons and stars, and those for whom peak luxury, exceptional craftsmanship, effortless performance, high levels of customisation and an elevated experience were a need rather than a want. Across eight generations, the Phantom has always been associated with people of power and influence, whether temporal or cultural. Whether you were born into wealth or became enormously wealthy, the Phantom was the Rolls-Royce that you rewarded yourself with.</p><div style="width: 100%; height: auto;" class="post-image"><img src="https://images.autox.com/uploads/2025/05/1747052626930-hepc-Sir-Henry-Royce-in-1923.webp" alt="Sir Henry Royce in 1923.jpg" style="width: 100%; height: auto;">
</div><p>Sir Henry Royce in the prototype Phantom I at his home, in 1923.</p>

<p>Curiously, the ‘New Phantom’ – which later began to be retrospectively called the Phantom I – was not exactly new, as it used the same chassis as the Silver Ghost! The logic? Rolls-Royce did not want to spend money developing a new chassis because it believed its customers would not want to look under the body. However, what it did debut was an all-new overhead valve inline-six displacing 7,668cc – a contemporary, silky smooth, silent and powerful engine. In true Rolls-Royce tradition, the output was never revealed; it was simply deemed sufficient. Rolls-Royce only supplied the complete rolling chassis in two wheelbase lengths for the Phantom I; customers, in the meantime, would have specified their coachwork and body style with any of the Rolls-Royce-recommended coachbuilders. The New Phantom was, as you’d expect, pretty expensive, but for owners, the refinement and grace in the way it moved was worth it – even if out-and-out performance, handling or fuel efficiency was not its forte.</p>

    <div style="width: 100%; height: auto;" class="post-image">
      <img src="https://images.autox.com/uploads/2025/05/1747052619124-cot4-Rolls-Royce-Phantom-2.webp" alt="Rolls-Royce Phantom-2.jpg" style="width: 100%; height: auto;">
    </div><p><em>Illustration done in 2025 by Rolls-Royce designers as tribute to the 100th anniversary of the Phantom.</em></p>
  
<p>An all-new chassis debuted in the Phantom II with the same engine, while the Phantom III’s highlight was the spectacular aero-engine inspired V12. The Phantom story would have ended here, as 1950s Britain and Europe were reeling from the after-effects of WWII, and an outsize, expensive automobile felt out of place. Still, Rolls-Royce made it in limited numbers – only 18 hand-built units were offered to heads of state and royalty – with the caveat that it would never be sold ahead by the first owner, and only returned to Rolls-Royce! This, the largest, heaviest, most expensive and most exclusive of all Rollers was powered by an inline-eight cylinder motor. The Phantom V took it up a notch further, and came with a 6,230 V8 and 4-speed automatic transmission built under license from General Motors that could purr effortlessly, especially in stately low-speed processions. The Phantom VI was mechanically identical, but was offered with better equipment and features. It was the last of the Rollers to feature a separate chassis. After BMW took over Rolls-Royce in 1998, the first nameplate they reintroduced was the Phantom. The seventh-generation model brought the hallowed marque into the 21st century with a bang, with its imposing spaceframe body versus the coach-built versions of the past. The Phantom VII was immensely popular and broke the volume records of previous Phantoms, with 10,327 units built across variants until it was replaced by the Phantom VIII in 2017.</p><div style="width: 100%; height: auto;" class="post-image"><img src="https://images.autox.com/uploads/2025/05/1747052612995-rnse-Rolls-Royce-Phantom-1.webp" alt="Rolls-Royce Phantom-1.jpg" style="width: 100%; height: auto;">
</div>

<p><em>1927 Rolls-Royce Phantom I Tourer ascends the Stelvio Pass on the 2023 Alpine Tour.</em></p>

<p>I have had the pleasure of driving about four of the eight Phantom generations, and the hissing sound of the engine is the only giveaway that it’s running. Piloting it with the spectacular Spirit of Ecstasy guiding the way, with the light glinting off the imposing Parthenon grille is an experience that is tough to describe. But the Phantom’s pièce de résistance is, of course, to revel in the extraordinary luxury at the rear – a veritable seven-star hotel on wheels. What’s common across all generations is that the Phantom defines luxury, exclusivity, performance and craftsmanship on its own terms, and is not swayed by trends or styles. It stands alone, the Phantom amongst Rolls-Royces. Truly, 'The Phantom Walks In The Path Of The Ancestors, Guided By Their Wisdom.'</p>


Rolls-Royce Phantom and a Century of Excellence

Everyone knows the old jungle saying, ‘The Phantom Never Dies.’ A tribute to the magnificent Rolls-Royce Phantom, as it celebrates its 100th anniversary this month.

<p>
Even in the present day, of turbocharging and electrification, this old adage still holds true. I was reminded of this thanks to a slightly unlikely vehicle – well, a pair of the same vehicles with different engines to be precise. The vehicle in question is known less for its straight-line speed and more for its rock crawling ability – the mighty Defender.</p>

<p>Disclaimer: I love the new Land Rover Defender. I love the original Defender too. In fact, one of the most fun cars I’ve ever driven is <a href="https://www.youtube.com/watch?v=zqKpbFG442A" target="_blank">a rally-raid-prepped Bowler Defender 90</a>. But setting aside dreams of conquering the Sahara, or perhaps the Himalayas, the new Defender remains one of the most capable cars in which to also traverse our city streets – which themselves are littered with obstacles, manmade and otherwise. Now, with the SUV in question, you could choose either a 2.0-litre turbocharged four-cylinder petrol motor putting out just shy of 300 horsepower, or you could go the whole hog and opt instead for the fire-breathing 5.0-litre supercharged V8 monster making in excess of 500 horsepower. The latter is a bit of overkill, no doubt, for a trip to the local supermarket, but it’s better to have a little bit in reserve just in case – isn’t it?</p>

<p>Well, the V8 is certainly more entertaining. And, of course, it sounds far better. After all, who doesn’t love a V8 rumble – especially when it’s intertwined with some supercharger whine. The V8 sings, and it adds a layer of engagement that’s completely missing in its four-cylinder cousin. In fact, one of the reasons EVs are struggling to find favour with enthusiasts – despite offering blistering speed off the line – is that there’s no sound and no sense of occasion. Hearing forms an integral part of our five senses, and it’s one of the ways in which we engage with the world and make sense of it. The sound of silence is great for tranquillity but not when you want to form a relationship with your four-wheeled steed. Needless to say, the grunt from the supercharged V8 is addictive too.</p>

<p><strong>Also Read:</strong>&nbsp;<a href="https://www.autox.com/opinion/dhruv-behl/for-performance-cars-the-right-electrification-strategy-could-well-be-electric-assist-120938/" target="_blank">For Performance Cars, The Right Electrification Strategy Could Well be Electric Assist</a><br></p>

<p>But that doesn’t mean the four-pot doesn’t win back some points. It’s lighter, which means that the front end is sharper, and the handling is better. It’s more efficient, so it’ll be far nicer on your wallet (but if that was a point of concern you wouldn’t consider the V8 to begin with). Of course, the power – while adequate – is a bit of a letdown when you drive it right after the V8. But it is adequate. The question is this – is there such a thing as too much power? Being an off-roader, shod with all-terrain rubber, the V8 Defender gets quite squirrely on full power, not to mention the torque steer that exists despite the four-wheel drive system.</p><p>So, it seems the sensible choice is the four-pot and not the V8. But the extra four-cylinders and 3.0-litres give the V8 Defender a sense of capability and a character that its lesser sibling can never hope to match – no matter how tight you wear your thinking-man’s hat to convince yourself otherwise. As for having too much power? Well, I can’t say I’ve ever experienced that particular sensation… there’s no such thing as too much, in the same way that you can never have too much of a good thing! Or maybe I’m just not self-actualised enough to settle this particular debate…
</p>

There is NO replacement for displacement!

Is there such a thing as too much power? Well, I can’t say I’ve ever experienced that particular sensation… there’s no such thing as too much, in the same way that you can never have too much of a good thing!

<p>Who said government officials don’t work? Last June, the media discovered how ‘efficient’ a Regional Transport Office inspector in Malappuram, Kerala was. In five hours, he conducted 147 driving tests and issued licenses to about 100 candidates. Later in the afternoon, he conducted fitness tests on 88 vehicles, including 38 heavy commercial vehicles. All in a day’s work? No, this superhuman officer had more charge left in him. He renewed 16 licenses before he left for the day. Wonder how much ‘work’ he took home with him. Stunned by this revelation, the Kerala transport department has since implemented stringent rules, which has reduced the pass percentage of driving licenses to less than 50%. It was 100% the year before that. Yes.</p>

<p>And then there is Maharashtra. According to a 2024 news report in <em>onmanorama</em>, it seems that the RTO in Andheri, Mumbai issued a whopping 76,000-plus driving licenses in 2023 based on fake driving tests using unauthorised vehicles. This was uncovered when the state’s Accountant General conducted a random audit of driving license application processing. In the audit, of the 104,000 licenses that were reviewed, 76,354 were issued after all the tests were conducted on the same set of four vehicles, with a complete mismatch between the test vehicle and the category of license issued. This is the audit data of just one RTO, while there are 53 more RTOs in Maharashtra, and over 1,100 RTOs across India, including Malappuram, of course. India, a land of immense opportunities…</p>

<p>Wait, that’s not all. While two officers were suspended from the Andheri RTO, last month <em>Hindustan Times </em>reported that the same RTO, around the same period, granted fitness certificates to 60 vehicles a day. Only 25-30 vehicles are authorized to undergo these tests per day. These fitness certificates were issued even on weekends and holidays. I am moved to tears by the sheer dedication of India’s RTO personnel.</p>

<p>So what’s the most effortless, clean (for you) – and perhaps even cost-efficient – way to obtain a driving license in Mumbai then? Join your neighbourhood driver training school, finish the mandatory instruction sessions and finally, on the appointed day, go along with your driving school instructor to the RTO and you’re done. Merely turning up for the test along with the driving school employee seems to be good enough to get your license. For about 9,000 bucks, your license is assured even before you figure out where the steering wheel is. And when you do go for the test, the RTO officer may opt not to even see your face, let alone figure out whether you know which of the three pedals stops the vehicle. Or what is the sign for No Entry. Or notice that you are using the brake pedal to kick-start the motorcycle. True story.</p>

<p>I don’t know of any other important and momentous life-altering test that we face in our lifetimes in which we are guaranteed success – even before we take it. Take Maharashtra, again. In 2023, it was reported that of the 50-odd RTOs in the state, 14 had a failure rate of less than 1%, some were even lower, at 0.5%! Surely, you must be an utter failure in life if you flub a mere RTO test in Maharashtra. Of the 32.04 lakh applicants, a staggering 97.24% were granted licenses. What a skilled, talent pool this country has! What selfless government officials! We’re blessed.</p><p><strong>Also Read:</strong> <a href="https://www.autox.com/opinion/srinivas-krishnan/superhero-characters-inspired-by-indian-roads-118655/" target="_blank">Superhero Characters Inspired by Indian Roads!</a></p>

<p>It need not be this way. There is a tremendous force pushing against any sort of RTO reform. Road transport is a state subject, the Motor Vehicle Act features in the Concurrent List. When the Union Minister for Road Transport &amp; Highways wrings his hands and bemoans that he has not been able to bring down India’s traffic fatalities, it is because he can only do so much. Even if the state government belongs to the same party as the one at the Centre, the pushback against reform is stupendous. So what if the demographic dividend of the same state gets snuffed out on the roads?</p>

<p>But it doesn’t have to be so. Delhi introduced automated driving tests in May 2023. In the January-August 2024 period, 80% of those who were manually evaluated got their driving licenses, while only 54% of those who took the automated test passed. A lousy pass percentage for obtaining a driving license, conversely, should make all of us happy. Unfortunately, the pace of adoption of automated tests at all 1,100 RTOs is simply not fast enough – of course, it is not the only solution to make our roads safer.</p><p><strong>Also Read:&nbsp;</strong><a href="https://www.autox.com/opinion/srinivas-krishnan/understanding-road-fatalities-in-india-the-numbers-hide-a-deeper-story-one-that-is-frightening-119378/" target="_blank">Understanding Road Fatalities in India: The Numbers Hide a Deeper Story, One that is Frightening!</a></p>

<p>A driving license is not like Aadhar, a source of identity that every Indian is eligible to get. Driving or riding a vehicle is a privilege, you have to earn it. An estimated 1.20 crore driving licenses are issued annually – have all of them earned that privilege? No wonder, we are attaining new heights in road crashes, injuries and fatalities.</p>

Getting a Driving License Should be a Privilege, Not a Right...

Of the 32.04 lakh applicants, a staggering 97.24% were granted licenses. What a skilled, talent pool this country has! What selfless government officials! We’re blessed.

Keeway SR125 - Standard vs Yamaha FZ X - Matte Copper and Matte Black

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