<p>At long last, the all-new BMW F 450 GS has arrived in India. Albeit, that’s a bit of a misnomer because the F 450 GS is made exclusively in India, for the world. However, the new twin-cylinder baby GS has now gone on sale in the country. And now it’s time to answer the most important question: is this the perfect GS for India? We got a little taster of the GS in and around Goa, so here’s what we think…</p>
<h2>BMW F 450 GS Review: Power Packed</h2>
<p>There’s no denying that it looks like a proper GS motorcycle; the dimensions and proportions are absolutely spot on: it looks stunning from all angles. The 450 GS sits on a wheelbase of 1,465 mm, which means it’s around 40mm longer than the GS 310. That said, it’s still a wee-bit shorter than both the Royal Enfield Himalayan &amp; KTM 390 Adventure.</p>
<p><iframe width="560" height="315" src="https://www.youtube.com/embed/eqxaBpCuwoo?si=Nnrt_ooes3p7l2jm" 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>But this shouldn’t bother you because the GS, technically, is a league above those two. Not just in terms of mechanicals, but also in terms of design and overall build quality. This one is clearly inspired by the R 1300 GS. In fact, it feels like they put the 1300 GS into a photocopier and scaled it down to about 60%. It really is a miniature GS 1300, and I think it looks phenomenal.</p>

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    <img src="https://images.autox.com/uploads/2026/04/BMW-F-450-GS-three-quarter-front-shot--1777198463853.webp" alt="BMW F 450 GS three-quarter front shot .png" style="width: 100%; height: auto;">
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<p>Now, coming to the variants on offer, there are three: Base, Exclusive, and the top-end GS Trophy, the one we tested.</p>
<p>The base version is only available in a Cosmic Black colour scheme. It also doesn’t get a flyscreen, engine guard, or hand guards, so it looks quite basic. However, in terms of equipment, it gets a lot of goodies. You get a 6.5-inch TFT display, along with three riding modes, namely Rain, Road and Enduro. </p>
<p><img src="https://images.autox.com/uploads/2026/04/BMW-F-450-GS-Instrument-Cluster-(1)-1777198470241.webp" alt="BMW F 450 GS Instrument Cluster (1).png" style="width: 100%; height: auto;"></p>
<p>Heated grips are standard as well, and all three variants share the same engine: a 420cc inline-twin producing 47bhp and 43Nm of torque. The engine is paired to a 6-speed gearbox, which comes with a slipper clutch. Suspension duties are handled by a monoshock at the rear, adjustable for rebound, and a 43 mm upside-down fork at the front.</p>
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    <img src="https://images.autox.com/uploads/2026/04/BMW-F-450-GS-Engine-1777198445057.webp" alt="BMW F 450 GS Engine.png" style="width: 100%; height: auto;">
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<p>In terms of hardware, it rides on a 19-inch front wheel and a 17-inch rear wheel. Coming to the brakes, it gets a 310mm single disc with a four-piston calliper at the front and a 240mm disc at the back. These are common across all three variants.</p>
<p>Now, moving on to the Exclusive variant, it adds a flyscreen, hand guards, and a plastic engine guard. More importantly, it also gets a quickshifter and an additional Enduro Pro mode. These are essentially the key additions over the base version. However, even the Exclusive is only available in a single Cosmic Black shade.</p>
<p>

    <img src="https://images.autox.com/uploads/2026/04/BMW-F-450-GS-three-quarter-rear-shot-1777198418452.webp" alt="BMW F 450 GS three-quarter rear shot.png" style="width: 100%; height: auto;">
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<p>Finally, we come to the GS Trophy version. This one looks the part: it gets the iconic GS Trophy livery with Racing Blue metallic paint, along with matching white accents on the hand guards and chassis. It also gets an aluminium bash plate and a tinted black flyscreen.</p>
<p>But more importantly, it adds two crucial upgrades over the other variants. First, you get fully adjustable sport suspension, meaning you can adjust both rebound and compression at the front. And second, it gets BMW’s new ERC, or Easy Ride Clutch.</p>
<p>Now, the ERC clutch is essentially a centrifugal clutch that automates the function of a conventional clutch. What that means is, you don’t really have to use the clutch when starting off or coming to a stop. It almost feels like an automatic, although you still have to shift gears manually.</p>
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    <img src="https://images.autox.com/uploads/2026/04/BMW-F-450-GS-Exaust-1777198414336.webp" alt="BMW F 450 GS Exaust.png" style="width: 100%; height: auto;">
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<p>Even from a standstill, all you need to do is slot it into first gear and start rolling. And when you come to a halt, you just need to shift down: the system takes care of the rest. The clutch engages automatically at around 2700 rpm, and below that, it won’t let the bike stall.</p>
<p>In theory, it might sound a bit complicated, but in real-world use, it’s actually quite seamless.</p>
<h2>BMW F 450 GS Review: Light is Right</h2>
<p>The 420cc motor produces 47bhp and 43Nm of torque. On paper, those are respectable numbers, but the real highlight is how light the motorcycle is. That gives it a very impressive power-to-weight ratio, and you can immediately feel that on the move.</p>
<p>

    <img src="https://images.autox.com/uploads/2026/04/BMW-F-450-GS-(8)-1777198483905.webp" alt="BMW F 450 GS (8).png" style="width: 100%; height: auto;">
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<p>The engine has plenty of low-end grunt, which makes it very usable. Interestingly, BMW has gone with a 135-degree crank. Typically, parallel twins use a 180-degree setup, or sometimes a 270-degree crank to mimic a V-twin character. But this 135-degree setup is a bit unconventional.</p>
<p>Why did they do that? The idea was to combine the best of both worlds: to give it the character and sound of a V-twin, while retaining the smoothness of a 180-degree parallel twin. And out on the road, you can actually feel that balance.</p>
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    <img src="https://images.autox.com/uploads/2026/04/BMW-F-450-GS-1777198542159.webp" alt="BMW F 450 GS.png" style="width: 100%; height: auto;">
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<p>The engine has a nice, throaty note, something you’d expect from a 270-degree twin, but at the same time, it remains very refined. You get a bit of ‘character’ in the sound, but without unwanted vibrations, especially in the lower rev range. Up to about 6,000–7,000 rpm, it feels quite peppy. There’s enough performance on tap, and you don’t really need to work the gearbox too much.</p>
<p>Our ride time was limited, so we only had the bike for about two hours, and most of that was spent riding through Goa’s busy city streets. This meant I didn’t really get the chance to explore its full performance on the highway.</p>
<p>But in the city, it felt absolutely spot on. The ERC (Easy Ride Clutch) works brilliantly here: it almost makes the bike feel like an automatic. You can just slot it into second gear and ride through traffic with ease. There’s enough torque to keep things moving without constantly shifting gears, which makes it really enjoyable.</p>
<p><img src="https://images.autox.com/uploads/2026/04/BMW-F-450-GS-(11)-1777199129015.webp" alt="BMW F 450 GS (11).png" style="width: 100%; height: auto;"></p>
<p>I also managed to spend a bit of time on a trail, and that’s where things got even more interesting. The clutch system really helps at low speeds, especially in tricky sections. And once you pick up the pace, the balance, grip, and braking performance all come together beautifully.</p>
<p>Another highlight of the 450 GS is how easy and accessible it is. And this comes down to its weight. Tipping the scales at just 178kg (wet), the GS is amongst the lightest ADVs in its segment, and this is something that you notice immediately on the go. The standard seat height is 845mm, which is a touch tall for an average-height Indian (5’8), but again, on the move, it won’t bother you much. Plus, BMW is going to offer you low seat (830mm) &amp; Rally seat (865mm) options, albeit they’ll come at an additional price.</p>
<p><img src="https://images.autox.com/uploads/2026/04/BMW-F-450-GS-(4)-1777198511113.webp" alt="BMW F 450 GS (4).png" style="width: 100%; height: auto;"></p>
<p>Overall, whether you’re an intermediate or even a relatively new rider, the kind of confidence this GS inspires is seriously impressive. A lot of that comes down to its light weight and accessible power delivery. It’s never intimidating, but it’s not boring either: if you push it, it will definitely reward you.</p>
<h2>BMW F 450 GS Review: Moves like Jagger!</h2>
<p>The GS Trophy version gets fully adjustable suspension. While we didn’t get enough time to really fine-tune or experiment with the settings, the default setup felt very well judged. It’s soft enough to absorb bumps and undulations comfortably, but at the same time, it’s firm enough to keep you in control when you’re pushing harder. It feels planted, composed, and very predictable.</p>
<p><img src="https://images.autox.com/uploads/2026/04/BMW-F-450-GS-(6)-1777198494944.webp" alt="BMW F 450 GS (6).png" style="width: 100%; height: auto;"></p>
<p>In typical BMW GS fashion, the balance is spot on. You can ride at very low speeds, manoeuvre easily without putting a foot down, and it just gives you a lot of confidence.</p>
<p>For someone new to off-road riding, this is a great starting point. It encourages you to push a little harder, try new things, and enjoy the experience without feeling overwhelmed.</p>
<p><img src="https://images.autox.com/uploads/2026/04/BMW-F450-GS-1777199324333.webp" alt="BMW F450 GS.png" style="width: 100%; height: auto;"></p>
<p>The electronics also play their part really well. You get Enduro Pro mode on the GS Trophy and Exclusive variants. In this mode, the rear ABS is disengaged, and the electronic aids loosen up, allowing you to slide the rear and have a bit more fun, all while still feeling natural and predictable.</p>
<p>To sum it up, this is where the 450 GS really stands out. It genuinely feels like it carries the GS DNA: approachable, capable, and incredibly confidence-inspiring.</p>
<h2>BMW F 450 GS Review: Verdict</h2>
<p>BMW has launched the F 450 GS starting at Rs 4.70 lakh ex-showroom for the Base variant. The Exclusive variant is priced at Rs 4.90 lakh and the GS Trophy has a sticker price of Rs 5.3 lakh. If you’re wondering where the version with cross-spoke wheels is, well, BMW will be offering spoke wheels as an accessory among other things. </p>
<p><img src="https://images.autox.com/uploads/2026/04/BMW-F-450-GS-front-shot--1777198454881.webp" alt="BMW F 450 GS front shot .png" style="width: 100%; height: auto;"></p>
<p>While the company hasn’t revealed the official prices for the accessories, our guess is that spoke wheels will cost around Rs 60,000-80,000. So, you can expect a fully kitted GS for around Rs 6 lakh ex-showroom.</p>
<p><strong>Also Read:&nbsp;</strong><a href="https://www.autox.com/news/bike-news/bmw-f-450-gs-launched-in-india-at-rs-470-lakh-123424/">BMW F 450 GS Launched in India at Rs 4.70 Lakh</a></p>
<p>At that price, it may seem a little overpriced, but when you consider everything, including the new GST structure for 350cc and above motorcycles, the prices are spot on. More importantly, the 450 GS truly delivers on its promise of being a GS. Long story short, it’s the perfect GS for India. The only hurdle for BMW is that they won’t be able to build them fast enough!<br></p>

BMW F 450 GS Review: The Perfect GS for India?

Can the BMW F 450 GS really deliver everything expected from the perfect India-ready GS, or is this just another shiny adventure motorcycle?

<p>
For decades, the name Ducati has been synonymous with the high-pitched scream of Desmodromic engines on the Mugello straight or the elegant lines of a Panigale parked outside a posh café in a metropolis. Today, however, that same Rosso Corsa red is not reflecting neon city lights; it is coated in the fine red dust of BigRock Dirt Park in Bengaluru.</p><p>The motorcycle in question is the Ducati Desmo450 MX, and it represents one of the most significant shifts in the company’s history. After establishing dominance in MotoGP and World SBK, Borgo Panigale has turned its attention to the one thing it hasn’t conquered - the brutal mud-slinging, bone-shaking world of motocross. The question is whether a manufacturer known for sophisticated, design-led appeal can survive a rough-and-tumble environment. I spent a day trying to harness the Desmo450 MX’s ferocity to find out.</p>

      
    
      
    


<h2>Ducati Desmo450 MX Design, Weight &amp; Chassis Details</h2>

<p>In the motocross world, design conversations usually start and end with one question: How easy are the plastics to replace after a crash? But this is a Ducati. They simply couldn't help themselves. The company wanted this machine to exude the same emotion and flair they’re known for, and honestly, they’ve nailed it. The Desmo450 MX employs a minimalist bodywork approach that looks fast even while sitting idle on a paddock stand.</p><p>The real 'sex appeal' here, however, is the weight. The Desmo450 MX is a masterclass in weight-saving obsession, tipping the scales at just 104kg.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/04/Ducati-Desmo450-MX-Fuel-Tank-1776332581479.webp" alt="Ducati Desmo450 MX-Fuel-Tank.jpg" style="width: 100%; height: auto;">
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    </p><p>To put that in perspective, the engine alone - a cocktail of magnesium and lightweight alloys - weighs just 26.8kg. I’m fairly certain that most of you bench press more than that on a lazy Monday morning.</p>

      
    
      
    


<p>The frame is an aluminium perimeter design, a mix of welded, cast, and forged components, weighing a mere 8.6kg. Even the swingarm is a work of art, weighing less than 3.5kg. When you add Takasago Excel lightweight alloy wheels to the mix, you realise that every single extra gram was hunted down and eliminated. It feels less like a motorcycle and more like a mountain bike with a high-performance engine strapped to it.</p>

<h2>Ducati Desmo450 MX Engine, Performance &amp; Desmodromic Tech Explained</h2>

<p>But for a technical geek like me, the real story lies in the engine. This marks the first time Desmodromic valve technology has been brought to the world of dirt biking. For the uninitiated, Desmo valves don’t use springs to close; they are closed mechanically. This allows for insanely high RPMs without the risk of valve float.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/04/Ducati-Desmo450-MX-Engine-Close-Up-1776332607024.webp" alt="Ducati Desmo450 MX-Engine-Close-Up.jpg" style="width: 100%; height: auto;">
      </div>
    </p><p>But why bring all that to the dirt? The answer lies in the rpm range. Ducati has managed to create an engine that produces 63.5bhp and 53.5Nm of peak torque, all while maintaining a power curve that’s surprisingly wide. While there is enough grunt at the low end, the real meat of the power lives in the mid-range and top-end.</p>

      
    
      
    


<p>However, I must be honest. This engine is ferocious. It’s incredibly snappy, and if you aren't careful with your throttle input and body posture, you’ll end up with an arm pump so severe you won’t be able to hold a glass of water for a week.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/04/Ducati-Desmo450-MX-switch-1776332548655.webp" alt="Ducati Desmo450 MX-switch.jpg" style="width: 100%; height: auto;">
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<p>During my ride, I spent most of the time in Mode 1 with Ducati Traction Control (DTC) and Ducati Quick Shifter (DQS) engaged, and even then, it felt like I was holding onto a lightning bolt.</p>

<h2>Ducati Desmo450 MX Ergonomics, Seat Height &amp; Rider Comfort</h2>

<p>Let’s talk ergonomics, because if you are of average Indian stature, the Desmo450 MX is going to be an exercise in gymnastics. The seat height measures a towering 970mm. For those who have spent time on proper competition enduros or MX bikes, this is par for the course. But for the beginner enthusiast, it’s a massive hurdle.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/04/Ducati-Desmo450-MX-Exhaust-1776332618028.webp" alt="Ducati Desmo450 MX-Exhaust.jpg" style="width: 100%; height: auto;">
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    </p><p>The seat is long and incredibly thin, designed specifically to let the rider slide fore and aft, putting weight on the tyres for traction or braking. The inseam is narrow, which allows you to grip the bike with your knees - something you’ll find yourself doing constantly just to stay attached.</p>

      
    
      
    


<p>The rider’s triangle is upright, and the bars fall naturally into your hands when standing on the pegs. It feels precise, communicative, and utterly focused. But make no mistake, this is a cockpit for professionals, not casual Sunday hobbyists.</p>

<h2>Ducati Desmo450 MX Ride Experience, Handling &amp; Power Delivery</h2>

<p>Alistair Fagan from 44Teeth summed it up perfectly when he said, ‘Off-road horsepower is not the same as on-road horsepower.’ He wasn't joking. On a Moto Morini X-Cape 650X or a Kawasaki Z650, 64 horsepower is brisk. On a 104kg dirt bike on loose soil, it is violent.</p>

<p>The bike comes with a Domino quick throttle, which only adds to its snappy nature. The moment you twist your wrist, the bike wants to leap forward and leave you behind. If you get the optional Bluetooth module, you can fine-tune these ride modes, but for this test, I stayed in Mode 1. Mode 2 is reportedly even more ferocious, and frankly, I just didn't have the guts or the skill level to go there.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/04/Ducati-Desmo450-MX-Motion-1776332539114.webp" alt="Ducati Desmo450 MX-Motion.jpg" style="width: 100%; height: auto;">
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<p>At the BigRock Dirt Park, I found myself stuck in first gear for a lot of the technical sections. The irony is that the bike is at its most aggressive and difficult to manage in first gear. Once I built up enough courage to click it into second gear, the bike transformed. The power delivery became more linear, the suspension felt more compliant, and the engine braking became a tool, not a hurdle.</p>

<p>The chassis is incredibly communicative. You know exactly what the tyres are doing and where the limit of grip lies. The clutch control is light and precise, allowing you to feather that massive power through tight ruts. But you have to be on it. If you relax for even a second, the Desmo450 MX will immediately remind you exactly why it’s a competition-spec machine.</p>

<h2>Ducati Desmo450 MX Suspension, Brakes &amp; Off-Road Capability</h2>

<p>The suspension setup on this bike is a classic case of Jekyll and Hyde. Up front, you get 49mm Showa USD forks with a spring rate of 5N/mm. This means the front end feels extremely pliant and soft, soaking up chatter and smaller bumps with ease because it requires very little force to compress the suspension.</p>

<p>The rear, however, is a different beast entirely. With a spring rate of 46N/mm, it’s stiff. Why? Because this bike is designed to be jumped. When you take a big leap and land hard, that stiff rear suspension ensures you don't bottom out and swap ends.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/04/Ducati-Desmo450-MX-Motion-2-1776332596523.webp" alt="Ducati Desmo450 MX-Motion-2.jpg" style="width: 100%; height: auto;">
      </div>
    </p><p>It’s a setup tuned for professional competition, as Ducati emphasised at every turn. This is a motorcycle that you can jump all day long without an ounce of mechanical sympathy; in fact, it feels like it’s built to do exactly that!</p><p>The brakes are equally impressive. You get petal discs at both ends that deliver a strong bite while still offering excellent communication. On loose surfaces, you need to know exactly how much pressure you’re applying before the wheel locks, and the Ducati provides that feedback in spades. You can stop on a dime, even when that dime is buried under two inches of silt.</p>



<h2>Ducati Desmo450 MX Verdict: Who Should Buy This?</h2>

<p>So, where does the Ducati Desmo450 fit into the Indian landscape? To be fair, this isn't a bike for the masses. It’s expensive - priced at Rs 17.5 lakh - and its availability is limited to just four dealerships in the country: Delhi, Pune, Bengaluru, and Chennai. However, Ducati India’s management isn't looking for big sales numbers. Instead, their goal is to cultivate the enthusiast market. They want to show that Ducati can be as dominant in the dirt as they are on the track. And you have to give them props for that - bringing a pure-bred racer like this to India is a bold move.</p>

<p>But here is the reality check: the Desmo450 MX demands a steep learning curve. If you are graduating from the Himalayan or even the KTM 390 Adventure, the Desmo450 MX will scare the living daylights out of you. It is a bike that requires skill, fitness, and a certain level of madness to enjoy, let alone exploit.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/04/Ducati-Desmo450-MX-Motion-1-1776332570916.webp" alt="Ducati Desmo450 MX-Motion-1.jpg" style="width: 100%; height: auto;">
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<p>The Ducati Desmo450 MX is a menace in the best possible way. It’s a masterpiece of engineering, a triumph of weight-saving, and a visceral reminder of why we love motorcycles. It’s snappy, it’s loud, and it’s unapologetically focused.</p>

<p>Yes, it’s expensive. Yes, it’s intimidating. And yes, it’s probably more bike than 90% of riders will ever truly need. But if you fall in that 10% - the rider who lives for the dirt, who understands and appreciates the nuance of a Desmo valve, and who has the skills to click it into higher gears and simply go - this is the ultimate tool.</p><iframe width="1440" height="489" src="https://www.youtube.com/embed/vdl1sUcLEVM" title="Ducati Desmo450 MX Review – Built for Pros Only? | autoX" frameborder="0" allow="accelerometer; autoplay; clipboard-write; encrypted-media; gyroscope; picture-in-picture; web-share" referrerpolicy="strict-origin-when-cross-origin" allowfullscreen=""></iframe>




<p>[tabs]</p>

<p>[tab title="<strong>Ducati Desmo450 MX</strong>"]</p>

<p><strong>Engine:</strong> 449.6cc 
Single-Cylinder</p>

<p><strong>Transmission:</strong> 5-Speed</p>

<p><strong>Power:</strong> 63.5bhp</p>

<p><strong>Torque:</strong> 53.5Nm</p>

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

<p><strong>Price:</strong>&nbsp;Rs 17.24 Lakh</p>

<p><strong>X-Factor:&nbsp;</strong><em>A lightweight, precision instrument that bridges the gap between sophisticated Italian mechanical art and raw, unadulterated off-road violence.</em></p>

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			<p><strong>Pros &nbsp;</strong>&nbsp; &nbsp;&nbsp;&nbsp; &nbsp;&nbsp;&nbsp;<br>
			•&nbsp; Power-to-weight ratio, suspension</p>

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			<td>
			<p><strong>Cons</strong><br>
			• Price, service intervals, seat height</p>
			</td>
		</tr>
	</tbody>
</table>

<p>[/tab]</p>

<p>[/tabs]</p>

Ducati Desmo450 MX First Ride Impressions - Tiny Temper 

The Rosso Corsa goes off-road. Is the high-revving Desmo450 MX the ultimate dirt weapon or just an expensive Italian ornament?

<p>
    When the original Guerrilla 450 arrived, it made a solid opening statement – a Sherpa-powered roadster that promised to inject some streetfighter swagger into Royal Enfield’s 450cc line-up. But, if I’m honest, it always felt like a Himalayan that had been to a fancy tailor but was still wearing its trekking boots. It was good, but was it focused? Not quite.</p>

<p>For 2026, however, RE has decided to dial up the drama. Enter the Guerrilla 450 Apex – a new line-up designed to sharpen the claws of its premier liquid-cooled roadster. I spent a day carving through 70km of switchbacks near Guwahati to find out whether the Apex badge is marketing fluff or a genuine step forward.</p>

<h2>Royal Enfield Guerrilla 450 Apex Design and Ergonomics Changes</h2>

<p>The Apex line-up introduces a colour-coded headlamp cowl and a rear seat cowl that visually hunker the bike down. The result is a machine that looks less like a stripped-back ADV and more like a purpose-built street tool. The most meaningful aesthetic change, however, is also functional: the pinstriped alloy wheels are now wrapped in grippier rubber. Overall, it presents a more cohesive and purposeful aesthetic than the base Guerrilla Dash variants.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/04/Royal-Enfield-Guerrilla-450-Apex-Motion-2-1776330311954.webp" alt="Royal Enfield Guerrilla 450 Apex-Motion-2.jpg" style="width: 100%; height: auto;">
      </div>
    </p><p>The ergonomics have also changed, and the difference is immediately apparent. Royal Enfield has finally addressed the original's overly upright stance. The Apex features a new aluminium handlebar that sits 56mm lower and 57mm further forward.</p>







<p>While the seat height remains unchanged, the extended reach to the bars offers far greater leverage. On our run through the twisties, I found I could countersteer with noticeably less effort and tip the bike into corners with a level of aggression the previous set-up simply didn’t allow.</p><p>That said, there is a lingering niggle. While RE has committed to sportier handlebars, the footpegs remain in a neutral, centre-set position. Shifting them slightly rearward would have resulted in the ideal rider’s triangle. As it stands, it feels like a 90% commitment to a sportier stance.</p>







<h2>Royal Enfield Guerrilla 450 Apex Tripper Dash Update</h2>

<p>One of the biggest drawbacks of the Tripper Dash on the original Guerrilla was that it required the phone to be always on, which drained battery life at an alarming rate.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/04/Royal-Enfield-Guerrilla-450-Apex-1-1776330302529.webp" alt="Royal Enfield Guerrilla 450 Apex-1.jpg" style="width: 100%; height: auto;">
      </div>
    </p><p>Thankfully, the 2026 update addresses this. You can now lock your phone while connected, and the option to download predefined maps directly to the app means you no longer need a continuous data stream.</p>

<p>It is a subtle but significant improvement – exactly the sort of invisible tech upgrade that makes it more practical on longer rides.</p>

<h2>Royal Enfield Guerrilla 450 Apex  Tyres and Handling Review</h2>

<p>If the Sherpa 450 engine – with its 40bhp and 40Nm of torque – is the heart of the Guerrilla 450 Apex, the new Vredestein Centauro ST+ tyres are its soul. The earlier CEAT rubber felt compromised, but these new road-biased tyres (120/70 R17 at the front and 160/60 R17 at the rear) completely transform the bike’s handling.</p><p>The increase in confidence is staggering. At a go-kart track, the evening before our road test, I was able to lean the bike further than I ever thought possible on the outgoing model.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/04/Royal-Enfield-Guerrilla-450-Apex-Motion-1776330275968.webp" alt="Royal Enfield Guerrilla 450 Apex-Motion.jpg" style="width: 100%; height: auto;">
      </div>
    </p><p>The front-end feedback is sharper, and the braking performance has improved simply because the tyres can now handle the bite of the discs. The result is a motorcycle that actively encourages you to do stupid stuff, like braking late into corners or pulling playful wheelies. That’s exactly what a roadster should do – bring fun and excitement to the daily riding experience.</p>







<h2>Royal Enfield Guerrilla 450 Apex Price and Verdict</h2>

<p>The Guerrilla 450 Apex starts at Rs 2.49 lakh for the Red variant and Rs 2.56 lakh for the Black and Green variants. Is it worth choosing over the updated Dash variant? Absolutely. The Dash does get a lovely new Twilight Blue shade and revised CEAT compounds, which RE says offer 8% better dry grip and 17% better wet grip, but it still cannot match the Apex’s engagement.</p>

<p>The Guerrilla 450 Apex is the motorcycle Royal Enfield should have built the first time around. It exploits the Sherpa engine’s full potential, and if you want a one-bike garage that can handle the weekday commutes but truly comes alive on Sunday switchbacks, this is the one to buy</p><iframe width="1440" height="489" src="https://www.youtube.com/embed/N0BQPHYpFCM" title="Guerrilla 450 Apex: Better to Ride, But Is It Enough? | autoX" frameborder="0" allow="accelerometer; autoplay; clipboard-write; encrypted-media; gyroscope; picture-in-picture; web-share" referrerpolicy="strict-origin-when-cross-origin" allowfullscreen=""></iframe>



<p>[tabs]</p>

<p>[tab title="<strong>Royal Enfield Guerrilla 450 Apex</strong>"]</p>

<p><strong>Engine:</strong> 452cc Single-Cylinder</p>

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

<p><strong>Power:</strong> 40bhp</p>

<p><strong>Torque:</strong> 40Nm</p>

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

<p><strong>Price:</strong>&nbsp;Rs 2.49 Lakh (ex-showroom)</p>

<p><strong>X-Factor:&nbsp;</strong><em>The Guerrilla 450 Apex is what the original should have been from day one; Royal Enfield has transformed it into a genuine, corner-carving hooligan.</em></p>

<table cellpadding="1" cellspacing="1">
    <tbody>
        <tr>
            <td>
                <p><strong>Pros &nbsp;</strong>&nbsp; &nbsp;&nbsp;&nbsp; &nbsp;&nbsp;&nbsp;<br>
                    •&nbsp; Sharper styling, better handling, updated connectivity</p>

            </td>
            <td>
                <p><strong>Cons</strong><br>
                    • Neutral footpeg position, high-RPM buzz</p>
            </td>
        </tr>
    </tbody>
</table>

<p>[/tab]</p>

<p>[/tabs]</p>

Royal Enfield 450 Apex First Ride Impressions - Sharper Sherpa

Lower bars, grippier tyres, and a sharper stance headline the Guerrilla 450 Apex. But do these updates finally make it the focused roadster Royal Enfield promised?

<p>The first time we laid eyes on the Royal Enfield Flying Flea C6, our excitement took an unexpected dip. As the brand’s first modern electric motorcycle, we expected it to be visually striking. Instead, what stood before us was a rather diminutive, understated machine – one that didn’t quite align with Royal Enfield’s reputation for building muscular, retro-styled motorcycles.</p><div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/04/Royal-Enfield-Flying-Flea-C6-Design-Front-Three-Quarters-1775536011655.webp" alt="Royal Enfield Flying Flea C6 Design Front Three Quarters.png" style="width: 100%; height: auto;">
      </div>
    <p>That said, motorcycles are not meant to be judged in still frames alone. With that in mind, we set aside our reservations and travelled to Chennai to witness the making of the FF.C6 and ride it briefly, hoping it would reveal a more compelling character on the move.</p><h2>RE Flying Flea C6 Review: Design &amp; Ergonomics</h2><p>Our biggest contention with the FF.C6 lies in its design. While Royal Enfield has drawn inspiration from the original Flying Flea – a legendary lightweight motorcycle used during World War II – the modern interpretation feels visually underwhelming. The historic model’s charm came from its purpose-driven minimalism; here, that same ethos translates into a form that feels perhaps a little too slight for contemporary expectations.</p><div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/04/Royal-Enfield-Flying-Flea-C6-Side-Design-1775536040675.webp" alt="Royal Enfield Flying Flea C6 Side Design.png" style="width: 100%; height: auto;">
      </div>
    <p>The motorcycle is lean and compact, with a small seat that accommodates both rider and pillion rather sparingly. That said, there are notable highlights. The girder forks lend it a distinctive old-school appeal, while the Aluminium exoskeleton and two-piece swingarm showcase impressive engineering. The finned Magnesium battery case not only adds visual intrigue but also functions as a structural component of the chassis.</p><div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/04/Royal-Enfield-Flying-Flea-C6-Wheel-Tyre-Front-1775536049866.webp" alt="Royal Enfield Flying Flea C6 Wheel Tyre Front.png" style="width: 100%; height: auto;">
      </div>
    <p>Cycle parts include skinny 19-inch tyres at both ends, reinforcing its lightweight intent. At 124kg, this is likely the lightest modern Royal Enfield. The seat height of 823mm is manageable, and the generous 207mm ground clearance is well-suited to Indian conditions.</p><div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/04/Royal-Enfield-Flying-Flea-C6-Seat-1775536035911.webp" alt="Royal Enfield Flying Flea C6 Seat.png" style="width: 100%; height: auto;">
      </div>
    <p>Ergonomically, the rider triangle is comfortable, but the seats themselves leave room for improvement. The rider’s seat feels small and may not be ideal for longer journeys, especially for heavier riders.</p><h2>RE Flying Flea C6 Review: Tech &amp; Features</h2><p>This is where the Flying Flea C6 truly flexes its muscles. Built around a ‘City+’ philosophy, the motorcycle aims to offer accessible urban mobility with an added layer of sophistication.</p><div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/04/Royal-Enfield-Flying-Flea-C6-Wireless-Smartphone-Charging-Pad-1775536058812.webp" alt="Royal Enfield Flying Flea C6 Wireless Smartphone Charging Pad.png" style="width: 100%; height: auto;">
      </div>
    <p>The faux fuel tank houses the motorcycle’s electronic core, including the VCU, IMU, on-board charger, DC converter, and even a first-in-segment wireless charging box for mobile phones. Everything has been optimised for compactness and efficiency.</p><div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/04/Royal-Enfield-Flying-Flea-C6-Digital-Instrument-Cluster-1775536016296.webp" alt="Royal Enfield Flying Flea C6 Digital Instrument Cluster.png" style="width: 100%; height: auto;">
      </div>
    <p>The 3.5-inch circular TFT display is touch-enabled and supports full-screen navigation. It is intuitive and features an ambient light sensor. Riding modes include City, Rain, Highway, Sport, and a Custom mode that allows adjustments to ABS, traction control, throttle maps, and regenerative braking. Additionally, there are vehicle modes such as Privacy, Incognito, Vacation, and Service – each controlling the extent of data sharing with Royal Enfield.</p><div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/04/Royal-Enfield-Flying-Flea-C6-Handlebar-1775536020116.webp" alt="Royal Enfield Flying Flea C6 Handlebar.png" style="width: 100%; height: auto;">
      </div>
    <p>The switchgear is newly designed, with a rotary dial on the left handlebar for seamless mode selection. The Android-based operating system, dubbed Fleaware 1.0, supports over-the-air updates, making this the most technologically advanced Royal Enfield to date.</p><h2>RE Flying Flea C6 Review: Electric Powertrain &amp; Charging</h2><p>The FF.C6 is built as a ground-up electric motorcycle. It features a 3.91kWh air-cooled lithium-ion battery pack comprising 224 cells with Nickel-Cobalt-Aluminium chemistry. Performance figures stand at 15.4kW (20.65bhp) and 60Nm of torque, with a claimed top speed of 115km/h. Acceleration from 0–60km/h takes a brisk 3.7 seconds.</p><div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/04/Royal-Enfield-Flying-Flea-C6-Battery-Pack-Tank-1775536007182.webp" alt="Royal Enfield Flying Flea C6 Battery Pack Tank.png" style="width: 100%; height: auto;">
      </div>
    <p>Charging is handled via an onboard system. A full charge (0–100%) takes 2 hours and 16 minutes, while a 20–80% charge takes 65 minutes. Royal Enfield claims a charging efficiency of approximately 1km of range per minute. While charging times appear promising, real-world usability will need further evaluation.</p>
    <h2>RE Flying Flea C6 Review: Performance &amp; Riding Dynamics</h2><p>Once on the move, the Flying Flea C6 begins to make a stronger case for itself. Performance is lively, especially in Sport mode, where throttle response is sharp and immediate.</p><div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/04/Royal-Enfield-Flying-Flea-C6-Riding-Shot-1775536030845.webp" alt="Royal Enfield Flying Flea C6 Riding Shot.png" style="width: 100%; height: auto;">
      </div>
    <p>In other modes, power delivery is more subdued but still adequately brisk for city use. The lightweight construction works in its favour, making it exceptionally nimble. It weaves through traffic effortlessly and feels agile during quick direction changes. Braking performance is also reassuring.</p><div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/04/Royal-Enfield-Flying-Flea-C6-Rear-Suspension-1775539653749.webp" alt="Royal Enfield Flying Flea C6 Rear Suspension.png" style="width: 100%; height: auto;">
      </div>
    <p>However, the ride quality needs attention. The front girder fork offers 100mm of travel, while the rear monoshock provides 110mm. Despite adequate travel, the suspension setup feels stiff, transmitting road imperfections rather harshly. It is worth noting that the test units were pre-production models, and improvements are likely in the final version.</p><div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/04/Royal-Enfield-Flying-Flea-C6-Range-1775539661365.webp" alt="Royal Enfield Flying Flea C6 Range.png" style="width: 100%; height: auto;">
      </div>
    <p>As for range, a realistic expectation would be around 100-110km with conservative riding and optimal regeneration. Aggressive riding, however, could bring that figure down to 70-80km.</p><h2>RE Flying Flea C6 Review: Price</h2><p>At Rs 2.79 lakh (ex-showroom), or Rs 1.99 lakh with Battery-as-a-Service, the Flying Flea C6 firmly plants itself in premium territory.</p><div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/04/Royal-Enfield-Flying-Flea-C6-Design-1775540011147.webp" alt="Royal Enfield Flying Flea C6 Design.png" style="width: 100%; height: auto;">
      </div>
    <p>Even with the BaaS model lowering the entry point, it remains an expensive proposition for what is essentially an urban electric motorcycle. This pricing makes it a rather niche offering, one that may struggle to find widespread acceptance beyond early adopters and hard-core RE enthusiasts.</p><h2>RE Flying Flea C6 Review: Verdict</h2><p>The Royal Enfield Flying Flea C6 is an intriguing entry into the electric motorcycle space. It excels in performance, agility, and technological sophistication, but its design and ride comfort may not appeal to everyone.</p><div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/04/Royal-Enfield-Flying-Flea-C6-Rear-Side-Design-1775536026232.webp" alt="Royal Enfield Flying Flea C6 Rear Side Design.png" style="width: 100%; height: auto;">
      </div>
    <p>Royal Enfield appears to be taking a measured approach to electrification, focusing on gradual, well-planned progress rather than aggressive market disruption. The segment itself is still in its infancy, with limited options available. In that context, the Flying Flea C6 presents itself as a credible contender – albeit one that still has a few rough edges to smooth out.<br></p><p>[tabs]</p>


<p>[tab title="<strong>Royal Enfield Flying Flea C6</strong>"]</p>



<p><strong>Battery:</strong> 3.91kWh</p>

<p><strong>Power:</strong> 20.65bhp</p>

<p><strong>Torque:</strong> 60Nm</p>

<p><strong>Range:</strong> 154km (IDC)</p>

<p><strong>Price:</strong> Rs 2.79 Lakh, ex-showroom</p>

<p><strong>X-Factor:&nbsp;</strong><em>RE's first neo-retro electric bike wows with its tech and light weight.</em></p>

<table cellpadding="1" cellspacing="1">
    <tbody>
        <tr>
            <td>
                <p><strong>Pros &nbsp;</strong>&nbsp; &nbsp;&nbsp;&nbsp; &nbsp;&nbsp;&nbsp;<br>
                    •&nbsp; Performance, features &amp; tech</p>

            </td>
            <td>
                <p><strong>Cons</strong><br>
                    • Range, stiff ride, price</p>
            </td>
        </tr>
    </tbody>
</table>

<p>[/tab]</p>

<p>[/tabs]</p>

RE Flying Flea C6 First Ride Review: Flea-Tal Attraction

Royal Enfield’s first modern electric motorcycle brings big promises and bold ideas, but does the Flying Flea C6 deliver where it matters?

<p>Yamaha’s entry into the electric space in India has been a long time coming. And now that it’s here, the brand hasn’t taken the conventional route of going all-in on one headline-grabbing product. Instead, it has entered the field with two different machines – the sporty Aerox E and the more utilitarian EC-06. I recently had the chance to ride both scooters, and while I have already published my thoughts on the Aerox E, it is now time to talk about the EC-06.</p><p>
      <br></p><div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/03/Yamaha-Aerox-E-EC-06-EV-Scooters-1774873929171.webp" alt="Yamaha Aerox E EC-06 EV Scooters.png" style="width: 100%; height: auto;">
      </div>
    <p><br></p><p>For the uninitiated, the EC-06 has been built in collaboration with River and based on the Indie. So, is the EC-06 just a rebadged Indie and will it add any value to Yamaha’s EV portfolio in the country? Is it perhaps the dark horse that might help Yamaha set a strong foot in the EV market?</p><h2>Yamaha EC-06 Review: Design and Styling</h2><p>As mentioned earlier, the EC-06 is based on the Indie, and the two look very similar. That is not to say that there aren’t any differences.</p><div style="width: 100%; height: auto;" class="post-image"><br>
        
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/03/Yamaha-EC-06-Front-Three-Quarters-Design-1774888850437.webp" alt="Yamaha EC-06 Front Three Quarters Design.png" style="width: 100%; height: auto;">
      </div>
    
      </div>
    <p><br></p><p>For starters, the twin-pod LED headlamp is replaced by a single rectangular unit with rounded corners. The taillight is different, and there are no pannier mounts on the side panels. You will also not find the crash protectors on the apron's sides, nor the innovative footpads seen in the Indie.</p><p>
      <br></p><div style="width: 100%; height: auto;" class="post-image">
        
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/03/Yamaha-EC-06-Design-1774888883353.webp" alt="Yamaha EC-06 Design.png" style="width: 100%; height: auto;">
      </div>
    
      </div>
    <p><br></p><p>While the Indie comes with a storage box up front, the EC-06 does not. While it reduces the number of storage spaces, you do gain a little room to place your feet.</p><p>
      <br></p><div style="width: 100%; height: auto;" class="post-image">
        
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/03/Yamaha-EC-06-Boot-Space-1774888907935.webp" alt="Yamaha EC-06 Boot Space.png" style="width: 100%; height: auto;">
      </div>
    
      </div>
    <p><br></p><p>Even the underseat storage is not as large as the Indie's, at 24.5 litres. It is large enough to keep a smaller helmet. As a result of these changes, the EC-06 does not feel as utilitarian as the Indie.</p><p>Despite my limited time with the scooter, the seat felt more comfortable than the Indie's. I do like that Yamaha has gone with switches for operating the charging flap and seat lock.</p><p>
      <br></p><div style="width: 100%; height: auto;" class="post-image">
        
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/03/Yamaha-EC-06-Charging-Port-1774888930185.webp" alt="Yamaha EC-06 Charging Port.png" style="width: 100%; height: auto;">
      </div>
    
      </div>
    <p><br></p><p>The Indie requires you to use the key in several places to access these individually. What really stood out, though, was the overall build quality. The EC-06 feels a notch above the River offering and even most startup-driven scooters. Panel gaps are consistent, and the paint quality looks and feels premium.</p><h2>Yamaha EC-06 Review: Performance &amp; Handling</h2><p>On paper, the EC-06 has the same power and torque figures as the Indie but has a lower top speed of 79km/h, compared to Indie’s 90km/h. Out on the road, however, the difference isn’t particularly noticeable, especially in the city.</p><p>
      <br></p><div style="width: 100%; height: auto;" class="post-image">
        
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/03/Yamaha-EC-06-Rear-Wheel-1774888955126.webp" alt="Yamaha EC-06 Rear Wheel.png" style="width: 100%; height: auto;">
      </div>
    
      </div>
    <p><br></p><p>You get to pick from three modes, and while the response in Eco mode is rather slow, the pace is much better in the other two. The EC-06 accelerates briskly and should make overtaking jobs in the city a fairly easy affair. Despite being down on numbers compared to the Aerox E, I was surprised to find that the EC-06 delivered better acceleration and felt much more engaging to ride.</p><p>
      <br></p><div style="width: 100%; height: auto;" class="post-image">
        
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/03/Yamaha-EC-06-Side-Tracking-1774888973796.webp" alt="Yamaha EC-06 Side Tracking.png" style="width: 100%; height: auto;">
      </div>
    
      </div>
    <p><br></p><p>I was also pleasantly surprised by the suspension performance. While it has the same hardware as the Indie, the damping feels better here. It manages to soak up the undulations somewhat better. It is not the most comfortable scooter in the segment, but it does offer a respectable ride quality.</p><p>
      <br></p><div style="width: 100%; height: auto;" class="post-image">
        
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/03/Yamaha-EC-06-Front-Wheel-1774888992881.webp" alt="Yamaha EC-06 Front Wheel.png" style="width: 100%; height: auto;">
      </div>
    
      </div>
    <p><br></p><p>There is a decent amount of confidence and stillness when pushed around twisty sections of the tarmac. Some of the credit for that also goes to the 14-inch tyres, which are fairly wide, resulting in a larger contact patch.</p><h2>Yamaha EC-06 Review: Verdict</h2><p>The EC-06 might not be the flashiest electric scooter in Yamaha’s line-up, but it feels like a well-rounded and thoughtfully executed product. It doesn’t rely on gimmicks or headline features. Instead, it focuses on the basics – decent performance, good ride quality, and solid build. It does not just feel like a good scooter in the Yamaha lineup; it feels like a solid offering in the EV space, period.</p><p>
      <br></p><div style="width: 100%; height: auto;" class="post-image">
        
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/03/Yamaha-EC-06-Badge-1774889006636.webp" alt="Yamaha EC-06 Badge.png" style="width: 100%; height: auto;">
      </div>
    
      </div>
    <p><br></p><p>Yes, the Rs 1.69 lakh price tag does feel a bit steep at first glance, especially when you consider what some rivals offer on paper. But spend some time with it, and you begin to see where that money is going – refinement, fit and finish, and a sense of polish that’s often missing in this segment. In a space filled with ambitious newcomers, the EC-06 takes a more measured approach. It may not shout for attention, but it quietly makes a strong case for itself. And in the long run, that might just work in its favour.</p><p>
      <br></p><div style="width: 100%; height: auto;" class="post-image">
        
      
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/03/Yamaha-EC-06-Front-Tracking-Shot-1774889020851.webp" alt="Yamaha EC-06 Front Tracking Shot.png" style="width: 100%; height: auto;">
      </div>
    </div>
    <p><br></p><p>[tabs]</p>

<p>[tab title="<strong>Yamaha EC-06</strong>"]</p>

<p><strong>Battery:</strong>&nbsp;4kWh</p>

<p><strong>Power:</strong>&nbsp;9bhp </p>

<p><strong>Torque:</strong>&nbsp;26Nm</p>

<p><strong>Range:</strong> 169km IDC range</p>

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

<p><strong>Price:</strong>&nbsp;Rs 1.69 Lakh, ex-showroom</p>

<p><strong>X-Factor:&nbsp;</strong>An e-scooter from a legacy manufacturer that fares well on multiple fronts.<br></p>

<table cellpadding="1" cellspacing="1">
    <tbody>
        <tr>
            <td>
                <p><strong>Pros &nbsp;</strong>&nbsp; &nbsp;&nbsp;&nbsp; &nbsp;&nbsp;&nbsp;<br>
                    •&nbsp; Great build, decent ride quality &amp; usable range</p>

            </td>
            <td>
                <p><strong>Cons</strong><br>
                    • Basic instrumentation</p>
            </td>
        </tr>
    </tbody>
</table>

<p>[/tab]</p>

<p>[/tabs]</p>

Yamaha EC-06 First Ride Review: Hitting the Bullseye

Is the EC-06 the smarter Yamaha EV to buy over the Aerox E? We ride the more practical sibling to find out if it makes a stronger real-world case.

<p>“Don’t fix it if it ain’t broke” – that seems to be the philosophy behind the new Volkswagen Taigun. Which is why the new version is more of a minor facelift than a full overhaul. That said, while the mechanicals and overall design largely remain the same, Volkswagen has addressed several issues that existed in the previous version. The core package is familiar, but VW now claims it’s a more complete product in all aspects.</p><p>So, is it true? Have these updates made a real difference? To find out, we were invited for a Volkswagen relay drive from Dholavira all the way to Srinagar. We were part of the first leg from Dholavira to Udaipur and spent a full day behind the wheel of both the 1.0-litre and 1.5-litre versions, putting them through their paces.</p><h2>2026 Volkswagen Taigun Review: Evolutionary Approach</h2><p>On the outside, this is very much an evolutionary design update. Compared to the older version, the design has definitely gone softer. Up front, you now get a new pair of sleeker all-weather headlamp setup, a connected LED DRL that runs across the grille, illuminated VW logo.</p><p>
      
    <img src="https://images.autox.com/uploads/2026/05/2026-Volkswagen-Taigun-Front-1777696758275.webp" alt="2026 Volkswagen Taigun Front.png" style="width: 100%; height: auto;"></p><p> Overall, when you look at it, the side profile and dimensions are identical to the outgoing model, but the front is now more subtle and smoother. It also gets a proper family face, for it genuinely looks like a scaled-down Tayron. The new Taigun’s softer design isn’t to everyone’s liking – that’s what the internet and our social media suggest –but after spending two days with the car, I have to say that it does grow on you. And I think it will age gracefully, much like any other Volkswagen. I like the fact that they haven’t gone over the top with the design. </p><p>
      
    <img src="https://images.autox.com/uploads/2026/05/2026-Volkswagen-Taigun-Front-three-quarter-shot-1777696765110.webp" alt="2026 Volkswagen Taigun Front three-quarter shot.png" style="width: 100%; height: auto;"></p><p>Plus, certain colours stand out, like the new olive green colour offered with the GT version, which genuinely elevates the premium feel from the outside.</p><p>
      
    <img src="https://images.autox.com/uploads/2026/05/2026-Volkswagen-Taigun-GT-Interior-1777696812189.webp" alt="2026 Volkswagen Taigun GT Interior.png" style="width: 100%; height: auto;"></p><p>Step inside and you’ll notice it’s a familiar cabin. However, there are a lot of creature comforts, especially at the top end. There’s now a panoramic sunroof, and a new digital display that is more premium, and the 10.25-inch touchscreen is crisp, while the UI is intuitive and easy to comprehend. It also gets additional AI voice commands, and it’s not just for regular functions; you can even turn the ESP off using voice.</p><p>
      
&nbsp;&nbsp;&nbsp;<img src="https://images.autox.com/uploads/2026/05/2026-Volkswagen-Taigun-GT-Front-Seat-(1)-1777706225585.webp" alt="2026 Volkswagen Taigun GT Front Seat (1).png" style="width: 100%; height: auto;"></p><p>The front seats are ventilated and electrically adjustable, and like the old version, they are superb in terms of support and comfort. Speaking of comfort, the air conditioning, which was an Achilles’ heel in the outgoing version, has been improved with a bigger compressor. You can feel how quickly and efficiently the cabin cools now, which is a big thumbs up.</p><p>
      
    <img src="https://images.autox.com/uploads/2026/05/2026-Volkswagen-Taigun-GT-interior-(1)-1777696886534.webp" alt="2026 Volkswagen Taigun GT interior (1).png" style="width: 100%; height: auto;"></p><p>The overall cabin quality is acceptable, but there are areas where you can tell Volkswagen has cut corners, like the door inserts and parts of the dashboard that feel a bit scratchy. Compared to rivals like the Kia Seltos or Renault Duster, these bits feel slightly cheaper. What I also miss is the absence of ADAS, and there’s still no proper 360-degree camera. The parking camera quality also remains unchanged, which is to say that it’s still subpar and hazy. </p><h2>2026 Volkswagen Taigun Review: Drives like a Charm</h2><p>Coming to the driving experience, the engine options remain unchanged. You continue to get the 114bhp/178Nm rated 1.0-litre three-cylinder and the 148bhp/250Nm producing 1.5-litre four-cylinder turbo petrol engines. The former now gets an 8-speed AT transmission instead of the 6-speed AT in the old version, while a 6-speed MT continues to be on offer. The 1.5-litre version is exclusively offered with a 7-speed DSG automatic, meaning no more manual labour (or fun!).</p><p><img src="https://images.autox.com/uploads/2026/05/2026-Volkswagen-Taigun-GT-Engine-1777697037589.webp" alt="2026 Volkswagen Taigun GT Engine.png" style="width: 100%; height: auto;"></p><p>I first drove the 1.0 TSI with the new 8-speed transmission. Performance-wise, it feels very similar to before. The 1.0-litre three-cylinder engine is peppy, with minimal vibration. You do feel typical three-pot pulses from the gear lever and steering at idle, but once it warms up, you barely notice the typical three-cylinder thrum. Out on the road, it feels strong and responsive. It’s still one of the best turbo engines in its class as it’s refined, punchy, and enjoyable. The new 8-speed AT transmission is quick and responsive, especially when you push it, and downshifts are sharp too. </p><p>
      
    <img src="https://images.autox.com/uploads/2026/05/2026-Volkswagen-Taigun-Gear-Box-1777697043909.webp" alt="2026 Volkswagen Taigun Gear Box.png" style="width: 100%; height: auto;"></p><p>The big difference compared to the old 6-speeder is that this one feels smoother and more relaxed. At 100km/h, it sits at around 2000rpm, similar to before, but overall cruising feels more effortless. The wider gear ratios improve drivability and should also help with fuel efficiency. Importantly, the low-speed jerkiness from the older gearbox has been fixed. It feels much smoother in city conditions now.</p><p>Next up, I drove the 1.5 GT version. In terms of outright performance, there’s not much to report, apart from the fact that it still is plenty fast and more enjoyable powertrain of the two. It’s also more refined, more powerful, and overall delivers a more premium driving experience. </p><p><img src="https://images.autox.com/uploads/2026/05/2026-Volkswagen-Taigun-GT-Rear-three-quarter-Action-shot-1777696770644.webp" alt="2026 Volkswagen Taigun GT Rear three-quarter Action shot.png" style="width: 100%; height: auto;"></p><p>The DSG is quick, responsive, and perfectly suited to the engine. The steering and brakes also feel better in this application –there’s more heft and confidence compared to the 1.0 version. The suspension feels slightly stiffer, too, which adds to the overall driving dynamics.</p><p><img src="https://images.autox.com/uploads/2026/05/2026-Volkswagen-Taigun-GT-1777696849384.webp" alt="2026 Volkswagen Taigun GT.png" style="width: 100%; height: auto;"></p><p>If you’re someone who prioritises driving experience, the 1.5 GT is the one to go for. It’s easily the enthusiast’s choice. While I do miss an MT, it’s worth mentioning that VW manuals haven’t always been the most engaging. They have always felt notchy, and the gearing was too tall, at least for my liking, so the DSG actually feels like the better fit here.</p><h2>2026 Volkswagen Taigun Review: Verdict</h2><p>Volkswagen has updated this car with a clear focus on refinement. The changes are incremental, not revolutionary, but they have addressed key shortcomings of the older version while adding more features. </p><p>
      
    
      
    <img src="https://images.autox.com/uploads/2026/05/2026-Volkswagen-Taigun-GT-(1)-1777696879828.webp" alt="2026 Volkswagen Taigun GT (1).png" style="width: 100%; height: auto;"></p><p>With newer competition like the Duster and Seltos, these updates were necessary to stay in the game.  Overall, the Taigun is still for people who value driving above everything else. It remains engaging, fun to drive, and now offers better comfort and features as well.</p><p><strong>Also Read:&nbsp;</strong><a href="https://www.autox.com/news/car-news/volkswagen-taigun-facelift-launched-in-india-at-rs-1099-lakh-123311/">Volkswagen Taigun Facelift Launched in India at Rs 10.99 Lakh</a></p><p>However, the big question remains – does it still hold its crown as the best driver’s SUV in the segment? That’s something we’ll find out soon in a proper mega comparison.</p>

2026 Volkswagen Taigun Review: Why Fix It If It Ain’t Broke? 

The updated Taigun adds more comfort and features while staying true to the core DNA that made Volkswagen’s SUV stand out.

<p>There are people in this world who like to be the centre of attention. They want to announce their arrival and make their presence known. Their belongings are an extension of that very personality and often equally as attention-grabbing. Be it the clothes they wear, the watches they flaunt or the cars they go around in. Now, I am not throwing shade at people who adopt this kind of lifestyle; it’s their choice, and they have a right to flaunt what they have got.</p><p><strong>Also Read:&nbsp;</strong><a href="https://www.autox.com/reviews/car-reviews/mg-majestor-review-a-bigger-bolder-rival-to-the-toyota-fortuner-123427/" target="_blank">MG Majestor Review: A Bigger, Bolder Rival to the Toyota Fortuner? </a><br></p>
<p>Then there are those who do like to be competitive but do not desire to flaunt their riches or skills. Their appearance might look calm and vanilla, much like a superhero roaming around in civilian clothing. But there is a lot of potential hidden inside. In the car world, there is a term for such cars – a sleeper. They look unassuming and can pass the city streets just like any other car. However, when called upon, their wild side could rival the flashiness of the flashiest customers. The Audi SQ8 belongs to this very kind. It has the kind facade of a sedate luxury SUV but the heart of a cheetah on the hunt! <br></p>
<h1>Audi SQ8 Review: Exterior Design </h1>
<p>A casual glance will make you think that this is just another Q8. After all, it shares the same silhouette and overall design. You get the same Matrix LED headlamps at the front and connected lights at the back. Sure, the massive grille looks slightly different, but it is hardly a brow-raising feature. It even looks the same in profile if you opt for the 22-inch alloys. Our review unit, in fact, had shiny silver accents around the grille and air dams, typical of luxury products. But take a closer look at the lower part of the rear, and you will find a quad exhaust setup – a precursor to the character of the engine. <br></p>

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<p>Overall, the SQ8 manages to look like a smart luxury SUV that could be taken to fancy parties and business meetings, without looking out of place. <br></p>
<h1>Audi SQ8 Review: Interior Space &amp; Features<br></h1>
<p>The interior is also very sedate and luxury-oriented. It looks rather similar to the Q8’s interior, and you get the same setup for the screens. The infotainment system is a 10.1-inch display that works well but misses out on wireless Android Auto and Apple CarPlay. All the AC controls are housed in the secondary 8.6-inch screen below it. As for the 12.3-inch instrument cluster itself, I do like it, despite its somewhat dated design. I never felt like the UI was complicated or lacked any information. You can even display the map on it. </p>

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<p>Although I will say that I did not like the Drive Mode selection buttons placed below the AC display. Their design does make them harder to press and will take some time getting used to. The major differentiator between this trim and the standard Q8 is the sportier flat-bottom steering wheel and the SQ8 badge.&nbsp;The feature set is somewhat dated, much like other Audi cars in India, and that is where the SQ8 suffers. You do not even get a proper ADAS suite in the SQ8. All you get is a lane departure warning, and that too is an optional extra. <br></p>

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<p>The quality of the cabin and the luxury quotient are high, thanks to the abundance of soft-touch surfaces and great levels of fit and finish. The seats hold you well and will be comfortable even on longer journeys. The second row is rather accommodating, and even taller individuals will have no trouble.&nbsp; <br></p>
<h1>Audi SQ8 Review: Engine Specs &amp; Performance <br></h1>
<p>The engine and the drive are where things get really interesting for the SQ8. Thumb the starter, and the growl from the quad exhaust system lets you know that you are about to pilot an angry beast, so you'd better hold on tight! The SQ8 ditches the smaller 3.0-litre, V6 of the Q8 for the 4.4-litre, V8 seen in the RS Q8, albeit in a detuned state. Even after the dumbing down, Audi is giving you 500bhp and 770Nm of torque, which is more than what most people would ever need. Mind you, these figures are much closer to the RS Q8 than they are to the Q8.</p>

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<p>If you want to test out the acceleration, you can set the SQ8 into Dynamic mode and take charge of shifting the gears manually. It will sprint from 0 to 100km/h in just a little over 4 seconds, fairly close to the claimed time. The quad exhaust I mentioned earlier has a deep rumble when idling and eggs you on with cheerful roars as you floor the A pedal. Yes, it is perhaps not as loud as the RS Q8, but it is not as mundane as some others.</p>

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<p>What is also commendable is the SQ8’s ability to switch between a comfortable cruiser and a corner carver. In the Comfort mode, the engine becomes more tame, and the air suspension configures itself to deliver a plushier ride. The damping over bumps is generally good, although it could have been a smidge more cushy. Put the SUV into Dynamic mode, and this SUV lowers itself like a predator rearing itself before a lethal lunge, and the full force of this V8 is unleashed. Of course, it is not as planted and controlled as something like the RS Q8, but it still does a commendable job of delivering traction and giggles through the twisty bits of tarmac thanks to the 285-section rubber, all-wheel-drive system, and the rear wheel steering.</p>

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<p>I also liked the brakes. They have a nice progression when you just want to gently shave off speed and do not exhibit the grabby nature seen in many performance cars. And when you do want to come to a halt urgently, there is plenty of bite on offer. <br></p>
<h1>Audi SQ8 Review: Verdict <br></h1>
<p>The SQ8, in my opinion, sits in that sweet spot of performance and luxury where it would be preferred by a lot of people. Yes, if you want the latest and greatest features in your expensive luxury, as many would, then the SQ8 sadly falls behind the competition a little bit.</p><p><strong>Also Read:&nbsp;</strong><a href="https://www.autox.com/reviews/car-reviews/golf-gti-vs-octavia-rs-vs-cyberster-vs-m340i-game-of-thrones-123351/" target="_blank">Golf GTI vs Octavia RS vs Cyberster vs M340i - Game of Thrones </a><br></p><p>However, when you look at its&nbsp;Rs 1.78 crore (ex-showroom) price tag in comparison to its siblings, you will realise that it sits slightly closer to the Q8 in terms of price. But it is a lot closer to the mad RS Q8 in terms of the engine specs. For those who do not have a race track in their backyard, the SQ8 makes for a more sensible pick in that regard.<br><br></p>

<p>[tabs]</p>

<p>[tab title="<strong>Audi SQ8</strong>"]</p>

<p><strong>Engine:</strong> 3,996cc, V8</p>

<p><strong>Transmission:</strong> 8-Speed AT, AWD</p>

<p><strong>Power:</strong> 500bhp</p>

<p><strong>Torque:</strong> 770Nm</p>

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

<p><strong>Price:</strong>&nbsp;Rs 1.78 Crore (ex-showroom)</p>

<p><strong>X-Factor:&nbsp;</strong><em> A sporty SUV in the masquarading as a prim and proper luxury cab.</em></p>

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            <td>
                <p><strong>Pros &nbsp;</strong>&nbsp; &nbsp;&nbsp;&nbsp; &nbsp;&nbsp;&nbsp;<br>
                    •&nbsp; Acceleration, ride quality, interior space</p>

            </td>
            <td>
                <p><strong>Cons</strong><br>
                    • Old touchscreen setup, no ADAS</p>
            </td>
        </tr>
    </tbody>
</table>

<p>[/tab]</p>

<p>[/tabs]</p>

Audi SQ8 First Drive Review: Balancing Act

We get a taste of the SQ8, an SUV that marries the concepts of understated luxury and adrenaline-boosting performance in the same package.

<p>If there’s one breed of cars that’s rarer than a pothole-free road in India, it’s the convertible. Drive one, and you instantly graduate to the league of effortlessly cool, wind-in-your-hair elites. But the M440i Convertible? It plays a slightly different tune. Yes, it’s got a folding roof, it’s a 2+2 with two doors. But the way it moves, glides, and struts down the road with more unabashed swagger… that’s where it separates itself from the others. It isn’t just a convertible. It’s a style statement telling others that you have arrived in life and how.</p>
<h2>BMW M440i Convertible&nbsp;Exterior Design and Road Presence</h2>
<p>The M440i drop-top is, quite simply, a bit of a stunner. Long, low, and deliciously sleek, it carries itself with the kind of poise that turns casual glances into full-blown stares. Our test car, dipped in a rich shade of red, only amplified the drama, roof up or down. The headlights are sharp, the oversized kidney grille actually works here (yes, really), and the red-over-black combo gives it a properly sporty vibe.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/04/BMW_M440i_Convertible_review_autoX_Rear_Left_Quarter_2-1777270781935.webp" alt="BMW_M440i_Convertible_review_autoX_Rear_Left_Quarter_2.jpg" style="width: 100%; height: auto;">
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    </p><p>Around the back, slim LED taillights and a muscular diffuser round things off nicely. From almost any angle, this is a car that makes a compelling case for being an object of desire on four wheels. If you absolutely must nitpick, slightly larger wheels would’ve filled the arches better. But that’s just us being picky for sport.</p>
<h2>BMW M440i Convertible&nbsp;Engine, Performance and 0–100km/h Acceleration</h2>
<p>Floor it at a traffic light, blink twice, and you’re already flirting with triple-digit speeds. The 3.0-litre in-line six turbo pumps out 369bhp and 500Nm, paired to an 8-speed automatic that does its job with quiet efficiency. BMW claims 0-100km/h in 4.9 seconds. We clocked 4.94 seconds.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
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    </p><p>On a better surface, it might’ve dipped even lower. Not that you’ll be complaining. What’s impressive is how deceptively quick it feels. It looks fast standing still, but when it actually gets going, it transforms into something borderline theatrical. Effortless high-speed cruising? Check. Blink-and-you’re-in-trouble acceleration? Also check.</p>
<p>Handling, though, is where things get… interesting. This isn’t a point-and-shoot scalpel like the M340i. And that’s okay. The M440i has its own personality. It gets BMW’s M-differential and holds its line well, but quick direction changes reveal its length and weight. You can feel the chassis working, occasionally flexing, reminding you this is more grand tourer than track weapon.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/04/BMW_M440i_Convertible_review_autoX_Front_Left_Quarter_Cornering-1777271594415.webp" alt="BMW_M440i_Convertible_review_autoX_Front_Left_Quarter_Cornering.jpg" style="width: 100%; height: auto;">
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    </p><p>And I only refer to the M340i because I had the opportunity to drive both cars back-to-back.&nbsp; Switch off the electronic nannies, though, and things get spicy. The rear steps out with a graceful, almost theatrical flair, like a perfectly timed dance move. It’s rear-biased AWD, after all, and it knows how to have fun.</p>
<h2>BMW M440i Convertible&nbsp;Interior, Features and Convertible Roof Operation</h2>
<p>Step inside, and the M440i keeps things clean, modern, and driver-focused. No unnecessary drama here, just a well-laid-out cabin with room for four… technically. The 14.9-inch curved touchscreen takes centre stage, complemented by a crisp digital driver’s display and a chunky flat-bottomed M steering wheel that feels spot-on in your hands.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/04/BMW_M440i_Convertible_review_autoX_Dashboard-1777270910046.webp" alt="BMW_M440i_Convertible_review_autoX_Dashboard.jpg" style="width: 100%; height: auto;">
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    </p><p>It’s loaded too. A 12-speaker Harman Kardon system, wireless charging, head-up display, TPMS, electric sports seats with memory, climate control, ambient lighting, you name it. The all-black upholstery looks sharp, and the front seats are properly comfortable for long hauls.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/04/BMW_M440i_Convertible_review_autoX_Rear_Seats_2-1777271706612.webp" alt="BMW_M440i_Convertible_review_autoX_Rear_Seats_2.jpg" style="width: 100%; height: auto;">
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    </p><p>The rear seats? Let’s just say they’re better suited for bags, briefcases, or small humans. Adults can manage, but only if they’re feeling particularly flexible or are pocket-sized. And then comes the party trick, the fabric roof. It opens or closes in just 18 seconds and works at speeds up to 50km/h. Because waiting to feel the wind in your hair is just unacceptable.</p>
<h2>BMW M440i Convertible Expected Price, Launch and Rivals</h2>
<p>Prices are yet to be announced, but expect it to land north of ₹1.1 crore (ex-showroom). This isn’t going to be your only car. It’s the one you buy when your needs of practical mobility are already taken care of. As for rivals, the Mercedes-Benz CLE Cabriolet is the only real name that comes to mind, priced at ₹1.16 crore (ex-showroom).&nbsp;</p>
<h2>Verdict:&nbsp;Should You Buy the BMW M440i Convertible?</h2>
<p>The BMW M440i Convertible is one of the few proper drop-tops you can buy in India, and even in that niche club, it stands out. It’s stylish, properly quick, and delivers that wind-in-your-hair experience that never really gets old. Yes, it’s expensive. But what you’re really paying for is the vibe, the presence, and that one-of-a-kind ‘look at me’ energy. You can call it indulgent, extravagant even, but above all, it’s undeniably irresistible.</p><p>
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        <img src="https://images.autox.com/uploads/2026/04/BMW_M440i_Convertible_review_autoX_Rear_Right_Quarter_Motion-1777271119866.webp" alt="BMW_M440i_Convertible_review_autoX_Rear_Right_Quarter_Motion.jpg" style="width: 100%; height: auto;">
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<p>[tabs]</p>

<p>[tab title="<strong>BMW M440i Convertible</strong>"]</p>

<p><strong>Engine:</strong> 2,998 cc, 6-Cylinder</p>

<p><strong>Transmission:</strong> 8-speed AT, AWD</p>

<p><strong>Power:</strong> 369bhp</p>

<p><strong>Torque:</strong> 500Nm</p>

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

<p><strong>Expected Price:</strong>&nbsp;Rs 1.1 crore (ex-showroom)</p>

<p><strong>X-Factor:&nbsp;</strong><em>Few other cars can match the styling &amp; drop-top attraction of the M440i Convertible</em></p>

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                <p><strong>Pros &nbsp;</strong>&nbsp; &nbsp;&nbsp;&nbsp; &nbsp;&nbsp;&nbsp;<br>
                    •&nbsp; Design, Performance</p>

            </td>
            <td>
                <p><strong>Cons</strong><br>
                    • Size, Stiff Ride</p>
            </td>
        </tr>
    </tbody>
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<p>[/tab]</p>

<p>[/tabs]</p>

BMW M440i Convertible Review: 369bhp Drop-Top Rocketship

Got Rs 1.5 crore to splurge? The BMW M440i Convertible turns it into a fast, stylish drop-top with serious performance to match.

<p>
At the risk of sounding like a broken record, it was the Renault Duster that truly kick-started the mid-size SUV wave in India back in 2012. It went on to become a massive success story – but more importantly, it carved out a whole new direction for the industry. From that point on, SUVs didn’t just grow in popularity – they went on to dominate the market. Essentially, you can love – or loathe – the Duster for making SUVs mainstream in India.</p><p>While the Duster was an instant crowd favourite, there’s no denying it gradually began to lose its sheen with the arrival of the Hyundai Creta. The Creta brought a similar formula to the table but wrapped it in a far more polished, premium package. Where the Duster felt rugged and utilitarian, the Creta felt refined and car-like – an approach that struck a chord with Indian buyers and helped it establish an authority that remains unshaken to this day.</p><p>Renault, unfortunately, failed to read the room. Instead of evolving with the market, it let the Duster age, fading into oblivion. In many ways, the Duster became a victim of its own success – setting the benchmark, only to be outclassed by those who learned from it.</p><div style="width: 100%; height: auto;" class="post-image">
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    <p>Now, though, the Duster is back in business, and after driving it, I can tell you that it’s out for blood! </p><h2>Driver’s Delight </h2><p>Let’s cut to the chase. I sampled the 1.3-litre turbo-petrol paired with a manual gearbox. With 161bhp and 280Nm on tap, the new Duster boasts class-leading numbers – and out on the road, it certainly lives up to the claim. This could very well be the drivetrain of choice for enthusiasts. </p><p>Thumb the start button, and the engine nonchalantly hums to life. There’s a noticeable lag below 2,000rpm, but once you cross that threshold, the engine comes alive – and how!</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
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    </p><p>From 2,000rpm all the way to its 6,000rpm redline, power delivery is strong, linear, and seriously addictive. What really impresses is the breadth of the powerband – it feels flexible and usable in almost every situation, whether you’re cruising, overtaking, or charging up a mountain road.</p><p>In many ways, the mid-range punch is similar to a diesel engine, minus the clatter. And then there’s the manual gearbox – easily one of the highlights of the entire package.</p><p>The 6-speeder offers short, precise shifts; the clutch is super light; and the overall feel is mechanical yet effortless. Simply put, this engine-gearbox combo is an absolute gem, and it’s plenty quick, too. It clocked 0–100km/h in around 10.5 seconds (GPS-verified) in less-than-ideal conditions.</p><p>
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        <img src="https://images.autox.com/uploads/2026/04/Renault_Duster_First_Impressions_Review_autoX_Gear_Lever-1776686675919.webp" alt="Renault_Duster_First_Impressions_Review_autoX_Gear_Lever.jpg" style="width: 100%; height: auto;">
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    </p><p>So, in terms of outright performance, it’s right up there with the likes of the VW Taigun, Skoda Kushaq, Tata Sierra, and Hyundai Creta N Line.</p><p>The icing on the cake is the ride-and-handling balance. Those who’ve experienced the old version will know that ride quality has always been the Duster’s calling card. Thankfully, that hasn’t changed. Built on Renault’s new RGMP platform, it feels incredibly tough and composed on all kinds of surfaces. It simply shrugs off bad roads, broken patches, and unexpected bumps with an ease that very few rivals can match.</p><p>What’s new, however, is the improvement in handling. The new Duster feels more planted, more agile, and far more capable when the road starts to twist. Whether you’re tackling corners in the hills or pushing harder on a flowing highway, there’s a reassuring sense of control.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/04/Renault_Duster_First_Impressions_Review_autoX_Rough_Road_Driving-1776686669994.webp" alt="Renault_Duster_First_Impressions_Review_autoX_Rough_Road_Driving.jpg" style="width: 100%; height: auto;">
      </div>
    </p><p>The steering deserves a special mention – it’s direct, nicely weighted, and full of feedback, almost as if it were a hydraulic setup. </p><p>There’s a level of communication here that’s increasingly rare in modern SUVs. All of these attributes combined make the Duster one of the most engaging driver’s SUVs in its class – in fact, calling it the most involving SUV to drive in the segment wouldn’t be an overstatement.</p><h2>Upping the Ante</h2><p>If there was one area where the old Duster fell short, it was features and perceived quality. That’s been addressed now. Step inside, and the difference is immediately apparent.</p><div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/04/Renault-Duster-View-Of-Steering-Console-And-Instrumentation-1776344868811.webp" alt="Renault Duster-View-Of-Steering-Console-And-Instrumentation.jpg" style="width: 100%; height: auto;">
      </div>
    <p>The cabin feels more modern, more premium, and far better put together. You get large infotainment screens, ventilated seats, electric seat adjustment, and even a panoramic sunroof – bringing it right in line with what buyers expect today. There are chunky buttons that make life easier, and just about every component feels solid and well put together. More importantly, the improvement in fit and finish is significant. Soft-touch materials, better plastics, and a more refined layout elevate the cabin experience. It no longer feels utilitarian – it finally feels contemporary and competitive.</p><h2>What’s Not So Great?</h2><p>While it’s still early days, there are two aspects that could limit the Duster’s appeal. First and foremost, there’s no diesel. While a hybrid is expected, it’s still some time away.</p><div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/04/Renault-Duster-Engine-Close-Up-1776344927634.webp" alt="Renault Duster-Engine-Close-Up.jpg" style="width: 100%; height: auto;">
      </div>
    <p>For now, there are only two turbo-petrol engine options – the 1.3-litre four-cylinder unit I drove and the smaller 1.0-litre three-cylinder from the Kiger. Both are likely to be thirstier than the naturally aspirated options offered by many rivals.</p><p>The second area is space and practicality. This is no Creta or Seltos when it comes to rear-seat comfort. Knee room is tight, and overall, it’s a smaller vehicle than its rivals.</p><div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/04/Renault-Duster-Rear-Seat-Space-1776344917480.webp" alt="Renault Duster-Rear-Seat-Space.jpg" style="width: 100%; height: auto;">
      </div>
    <p>So, if space and comfort are top priorities, the Duster doesn’t quite fit the bill. Not to mention, there’s no spare wheel on offer either.</p><h2>Verdict</h2><p>Let’s get one thing clear – the new-gen Duster isn’t trying to be a Creta or Seltos killer. Instead, it positions itself closer to the Taigun and Kushaq, which is to say it’s one of the most engaging SUVs to drive in its class. At the same time, it retains everything that made the original Duster great – ruggedness, ride quality, and driver appeal – while finally catching up in areas like quality and overall sophistication.</p><div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/04/Renault-Duster-Rear-Three-Quarter-1776344953534.webp" alt="Renault Duster-Rear-Three-Quarter.jpg" style="width: 100%; height: auto;">
      </div>
    <p>All told, the new Duster is going to have the cash registers ringing at Renault, just like the good old days...<br>  
</p>




<p>[tabs]</p>

<p>[tab title="<strong>Renault Duster</strong>"]</p>

<p><strong>Engine:</strong> 1,333cc, 4-Cylinder</p>

<p><strong>Transmission:</strong> 6-Speed MT, FWD</p>

<p><strong>Power:</strong> 161bhp</p>

<p><strong>Torque:</strong> 280Nm</p>

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

<p><strong>Price:</strong>&nbsp;Rs 17.19 Lakh (ex-showroom)</p>

<p><strong>X-Factor:&nbsp;</strong><em>Stellar performance, excellent driving dynamics, &amp; a feature-loaded cabin make the Duster a winner.</em></p>

<table cellpadding="1" cellspacing="1">
	<tbody>
		<tr>
			<td>
			<p><strong>Pros &nbsp;</strong>&nbsp; &nbsp;&nbsp;&nbsp; &nbsp;&nbsp;&nbsp;<br>
			•&nbsp; Ride &amp; handling, performance, features</p>

			</td>
			<td>
			<p><strong>Cons</strong><br>
			• Thirsty, rear legroom</p>
			</td>
		</tr>
	</tbody>
</table>

<p>[/tab]</p>

<p>[/tabs]</p>

Renault Duster First Drive Impressions - Second Wind

The Duster is back - and this time, it means serious business. With a stronger focus on performance, can it reclaim its place in the mid-size SUV segment?

<p>You know, every now and then, I find myself wondering if SUVs the size of 1bhk apartments really make sense on India’s crowded roads. They’re not efficient, not particularly fun to drive in the conventional sense, tricky to manoeuvre in traffic, and they don’t exactly sip fuel either. But then you spend time with one, and the argument quietly collapses.</p>
<p>The sheer road presence, the acres of space, and that commanding feeling of piloting something substantial over any terrain without hesitation… It’s hard to quantify, harder to ignore. Sure, speed is exciting, but making a proper off-road SUV do what it was born to do can be just as thrilling, if not more. And that’s precisely the promise of the MG Majestor. It also arrives with a clear mission: to rattle the throne of the Toyota ?, an icon, yes, but perhaps one that’s starting to show its age.</p>
<h2>MG Majestor vs Toyota Fortuner: Design, Size and Road Presence</h2>
<p>The Majestor is big. Properly big. Bigger than the Fortuner, in fact, and it looks every bit of it.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/04/2026_MG_Majestor_Review_autoX_Front_Right_Quarter_2-1777015022505.webp" alt="2026_MG_Majestor_Review_autoX_Front_Right_Quarter_2.jpg" style="width: 100%; height: auto;">
      </div>
    </p><p>The bold mosaic-pattern grille, chunky LED headlamps, and towering stance give it an unmistakable presence. It’s the kind of SUV that doesn’t just enter a parking lot, it announces itself. Recency bias or not, it arguably looks more imposing than the Toyota. From the side, the alloy wheels may appear slightly undersized, though that’s more nitpick than deal-breaker.</p>





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    <img src="https://images.autox.com/uploads/2026/04/2026_MG_Majestor_Review_autoX_Rear_Left_Quarter-1777012854831.webp" alt="2026_MG_Majestor_Review_autoX_Rear_Left_Quarter.jpg" style="width: 100%; height: auto;">
</div>

<p>Around the back, the bold ‘Majestor’ lettering and connected taillights lend it a modern, slightly familiar look, one that might remind you of an old Toyota Land Cruiser. Not a bad association to have.</p>
<p>Step inside, and the cabin delivers on the premium promise. Soft-touch materials are generously used, and the layout is clean and intuitive.</p>

<div style="width: 100%; height: auto;" class="post-image">
    <img src="https://images.autox.com/uploads/2026/04/2026_MG_Majestor_Review_autoX_Dashboard-1777012886308.webp" alt="2026_MG_Majestor_Review_autoX_Dashboard.jpg" style="width: 100%; height: auto;">
</div>

<p>The 12.3-inch infotainment screen looks the part, though it does feel a bit sluggish at times. Space is a strong suit. The second row is genuinely roomy, with enough knee, leg, and headroom even for taller occupants.</p>

<div style="width: 100%; height: auto;" class="post-image">
    <img src="https://images.autox.com/uploads/2026/04/2026_MG_Majestor_Review_autoX_2nd-Row_Seats-1777013261775.webp" alt="2026_MG_Majestor_Review_autoX_2nd-Row_Seats.jpg" style="width: 100%; height: auto;">
</div>

<p>The third row is usable too, though, as expected, you sit knees-up. Adults will manage short trips without complaint, which is about as much as one can ask in this segment. Thoughtful touches like cup holders, AC vents, and charging ports for rear passengers enhance practicality.</p>
<h2>MG Majestor Features</h2>
<p>This is where the Majestor flexes really hard. Ventilated seats, front-seat massage function, a panoramic sunroof, dual wireless chargers, 64-colour ambient lighting, multiple storage spaces, and Level 2 ADAS… the feature list is long and impressive. It comfortably outguns most rivals here.</p>

<div style="width: 100%; height: auto;" class="post-image">
    <img src="https://images.autox.com/uploads/2026/04/2026_MG_Majestor_Review_autoX_Panoramic_Sunroof-1777013330183.webp" alt="2026_MG_Majestor_Review_autoX_Panoramic_Sunroof.jpg" style="width: 100%; height: auto;">
</div>

<p>However, not everything is perfect. Critical controls like headlights, seat ventilation, and massage functions are buried within the touchscreen menus, making on-the-fly adjustments unnecessarily fiddly. It’s a classic case of form slightly overshadowing function.</p>

<div style="width: 100%; height: auto;" class="post-image">
    <img src="https://images.autox.com/uploads/2026/04/2026_MG_Majestor_Review_autoX_Infotainment_Screen-1777013353498.webp" alt="2026_MG_Majestor_Review_autoX_Infotainment_Screen.jpg" style="width: 100%; height: auto;">
</div>

<p>Then there’s the curious omission of sunblinds, something you’d expect even in cars from two segments below. At this price point, that absence stands out more than it should. Optional extras like sunblinds and rear-seat entertainment would have rounded things off nicely.</p>
<h2>MG Majestor Engine, Performance and Driving Experience</h2>
<p>Under the hood, the Majestor packs a 2.0-litre twin-turbo diesel producing 213bhp and a substantial 478.5Nm of torque, paired with an 8-speed automatic gearbox. On the move, the SUV’s size is always apparent.</p>

<div style="width: 100%; height: auto;" class="post-image">
    <img src="https://images.autox.com/uploads/2026/04/2026_MG_Majestor_Review_autoX_Front_Left_Quarter_Motion-1777013403897.webp" alt="2026_MG_Majestor_Review_autoX_Front_Left_Quarter_Motion.jpg" style="width: 100%; height: auto;">
</div>

<p>The steering is light at low speeds and weighs up progressively with speed, which is reassuring. However, off the line, performance feels a bit lazy for a twin-turbo setup. The engine really wakes up in the midrange, delivering strong, usable performance. The engine note, though, is more industrial than inspiring. It gets the job done, but won’t have you rolling the windows down for acoustic pleasure.&nbsp;</p>
<p>Once up to speed, the Majestor settles into a comfortable highway cruiser. Triple-digit speeds come easily, and overtakes are handled with confidence. Ride quality is generally good. Low-speed undulations are well absorbed, though at higher speeds the suspension makes its presence felt. Handling, unsurprisingly, is not its forte.</p>

<div style="width: 100%; height: auto;" class="post-image">
    <img src="https://images.autox.com/uploads/2026/04/2026_MG_Majestor_Review_autoX_Front_Motion-1777013483547.webp" alt="2026_MG_Majestor_Review_autoX_Front_Motion.jpg" style="width: 100%; height: auto;">
</div>

<p>The sheer size and weight mean it takes its time changing direction, with noticeable body roll. But then again, expecting sports-car agility here would be missing the point entirely. Drive modes (Normal, Eco, Sport) and steering settings (Dynamic, Normal, Urban) do make a discernible difference, which is always welcome.</p>
<h2>MG Majestor Off-Road Capability and 4x4 System</h2>
<p>This is where the Majestor genuinely impresses. It comes armed with serious off-road hardware: front, centre, and rear locking differentials, along with 4x4 high and low range. Add to that 10 terrain modes and a Crawl Control Operation (CCO) system, and you’ve got a machine that’s more than just show.</p>

<div style="width: 100%; height: auto;" class="post-image">
    <img src="https://images.autox.com/uploads/2026/04/2026_MG_Majestor_Review_autoX_Off-Road_Mode-Selector-1777013555047.webp" alt="2026_MG_Majestor_Review_autoX_Off-Road_Mode-Selector.jpg" style="width: 100%; height: auto;">
</div>

<p>Whether it was climbing steep inclines, tackling rock beds, or dealing with axle-twisting obstacles, the Majestor handled it all with composure. The crawl control system, in particular, takes the stress out of tricky sections by maintaining a steady pace while you focus on steering.</p>

<div style="width: 100%; height: auto;" class="post-image">
    <img src="https://images.autox.com/uploads/2026/04/2026_MG_Majestor_Review_autoX_Rear_Off-Road_Axle_Twister-1777013587635.webp" alt="2026_MG_Majestor_Review_autoX_Rear_Off-Road_Axle_Twister.jpg" style="width: 100%; height: auto;">
</div>

<p>Our off-road course may have been man-made, but the challenges were real enough, and the Majestor rose to them convincingly, showcasing its strong approach and departure angles, as well as its generous ground clearance.</p>
<h2>MG Majestor Review Verdict: Can It Beat the Toyota Fortuner?</h2>
<p>The MG Majestor ticks the right boxes in design, features, capability, and overall presence. It has the tools to take the fight to the Toyota Fortuner. What it doesn’t yet have is the Fortuner’s legacy, a decade-and-a-half of trust, brand recall, and cult-like following. That’s not something you can engineer overnight. Still, the Fortuner is no longer the freshest face in the room. And the Majestor? It’s loud, confident, and very keen to take centre stage. Is this the beginning of a changing of the guard? Possibly. But that’s a story still unfolding. Stay tuned.</p><p>
      <br></p><div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/04/2026_MG_Majestor_Review_autoX_Rear_Right_Quarter_Off-Road-1777014071182.webp" alt="2026_MG_Majestor_Review_autoX_Rear_Right_Quarter_Off-Road.jpg" style="width: 100%; height: auto;">
      </div>
    <p><br></p>
<p>[tabs]</p>

<p>[tab title="<strong>MG Majestor</strong>"]</p>

<p><strong>Engine:</strong> 1,996 cc, 4-Cylinder</p>

<p><strong>Transmission:</strong> 8-speed AT, 4WD</p>

<p><strong>Power:</strong> 213bhp</p>

<p><strong>Torque:</strong> 478.5Nm</p>

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

<p><strong>Expected Price:</strong>&nbsp;Rs 45-50 lakh (ex-showroom)</p>

<p><strong>X-Factor:&nbsp;</strong><em>Better than the Fortuner on all counts, except legacy</em></p>

<table cellpadding="1" cellspacing="1">
    <tbody>
        <tr>
            <td>
                <p><strong>Pros &nbsp;</strong>&nbsp; &nbsp;&nbsp;&nbsp; &nbsp;&nbsp;&nbsp;<br>
                    •&nbsp; Design, Off-Road Performance, Features</p>

            </td>
            <td>
                <p><strong>Cons</strong><br>
                    • Size, Body Roll</p>
            </td>
        </tr>
    </tbody>
</table>

<p>[/tab]</p>

<p>[/tabs]</p>

MG Majestor Review: A Bigger, Bolder Rival to the Toyota Fortuner?

The MG Majestor offers more tech, more space, and greater off-road capability than the Toyota Fortuner. Can it finally challenge the segment leader?

Compare cars in India with detailed specs, features, and prices. Find the best car for you.

F1: Antonelli Wins Miami GP as Norris, Piastri Complete Podium

Miami GP saw early crashes, a safety car and strategy calls that shaped the final order as F1 drivers fought for positions across the field.

<p>Alex Zanardi, the Italian racing driver and Paralympic gold medallist who built one of sport’s most remarkable careers across Formula One, CART and para-cycling, died on the evening of 1 May 2026 in Bologna. His family confirmed his death in a statement, saying he passed away surrounded by those closest to him. Born on 23 October 1966, Zanardi was 59.</p><p><strong>Also&nbsp;Read:&nbsp;</strong><a href="https://www.autox.com/motorsport-news/f1-official-sim-racing-india-championship-announced-with-mumbai-falcons-123445/">F1 Official Sim Racing India Championship Announced in Partnership With Mumbai Falcons</a></p><p>Born in Bologna and raised in Castel Maggiore, Zanardi developed a passion for motorsport at the age of 14 after receiving a kart from his father. His skill and determination quickly became clear in Italy’s junior racing categories, where his driving style earned him the nickname 'Parigino'. His progress through single-seaters eventually led him to Formula One, where he competed between 1991 and 1999. Although his time in F1 was challenging, his best result came with a sixth-place finish at the 1993 Brazilian Grand Prix.</p><p>Zanardi’s greatest success in motorsport came in North America, where he became a leading figure in the CART World Series with Chip Ganassi Racing. He won back-to-back CART titles in 1997 and 1998 and secured 15 race victories during his time in the championship. His achievements in the United States made him one of the series’ standout drivers.</p><p>His life changed on 15 September 2001 during a CART race at Germany’s Lausitzring, where a major crash resulted in the amputation of both legs. Zanardi survived despite critical injuries and underwent numerous surgeries before beginning rehabilitation. Refusing to step away from competition, he returned to racing with hand-controlled cars and competed successfully in touring cars, DTM and endurance events.</p><p>Zanardi later turned to handcycling and once again reached the top level of sport. Representing Italy, he won two gold medals at the 2012 London Paralympics and added two more at Rio 2016. He also claimed 12 UCI Para-cycling Road World Championship titles, becoming one of Italy’s most accomplished Paralympians.</p><p>In 2020, Zanardi suffered serious head injuries in a handbike crash in Tuscany and largely remained out of public life afterwards. Following his death, the Italian Olympic Committee called for a minute of silence at sporting events across Italy. Alex Zanardi is survived by his family and leaves behind a legacy of courage, reinvention and sporting excellence.</p>

Ex-F1 Racer and Paralympic Gold Medallist Alex Zanardi Dies Aged 59

Alex Zanardi was a former F1 racer, two-time CART champion and four-time Paralympic gold medallist who built a legacy across motorsport and para-cycling.

<p>MotoGP is preparing for one of its biggest rule changes in years, and the ban on wildcard entries from 2027 could reshape how factories race, test, and develop. As the championship moves from 1000cc to new 850cc bikes, the Grand Prix Commission has confirmed that no manufacturer will be allowed to field extra wildcard machines in the premier class. For years, these entries gave brands a way to test upgrades in race conditions, collect data, and put experienced test riders back on the grid. From 2027, that system will disappear as MotoGP tightens its structure for a new era.</p><p><strong>Also Read:&nbsp;</strong><a href="https://www.autox.com/motorsport-news/motogp-spanish-gp-alex-marquez-wins-in-jerez-as-marc-marquez-crashes-out-123432/">MotoGP Spanish GP: Alex Marquez Wins in Jerez as Marc Marquez Crashes Out</a></p><p>Under the current rules, wildcard access depends on concession rank. Rank D manufacturers can field up to six wildcard entries in a season, while Ducati already operates under tighter restrictions due to its Rank A position. That changes completely in 2027. Ducati, Aprilia, KTM, Honda and Yamaha will all follow the same no-wildcard rule, removing an option that factories have used for both development and strategy.</p><h2>MotoGP 2027: Test Riders Lose Their Race Weekend Opportunity</h2><p>This is a major change for MotoGP test riders. Wildcard rides have often been the clearest route for former racers and development specialists to prove pace during race weekends. Strong wildcard outings could keep riders in the spotlight and sometimes reopen the door to a full-time seat. From 2027, test riders will only race in MotoGP if they are called in to replace an injured rider.</p><p>
      
    <img src="https://images.autox.com/uploads/2025/11/Yamaha-MotoGP-V4-Bike-1763364272453.webp" alt="Yamaha MotoGP V4 Bike.jpg" style="width: 100%; height: auto;"></p><p>MotoGP will still allow wildcard entries through the rest of 2026, but there is one key limit. The Grand Prix Commission has confirmed that no wildcard bike this season can use 2027-spec 850cc machinery. That likely reflects factory focus on production and development as manufacturers prepare enough bikes for the regulation switch rather than splitting resources early.</p><h2>Moto2 and Moto3 Wildcards Stay</h2><p>The wildcard ban only applies to MotoGP. Moto2 and Moto3 will continue with their existing wildcard systems, so this is a premier-class-only reset. Alongside the change, MotoGP will also carry tyre pressure monitoring into 2027 and update delayed start rules, with the countdown restarting from the five-minute board instead of the previous three-minute mark.<br></p>

MotoGP to Ban Wildcard Entries from 2027 Season

MotoGP will ban wildcard entries from 2027 as the new 850cc era begins, ending extra factory bikes and test rider entry into the main race grid.

<p>Formula 1 is finally back this weekend with the 2026 Miami GP after the cancelled Bahrain and Saudi Arabian rounds forced an unexpected break. It feels like a fresh start to the F1 season, with teams arriving at Miami International Autodrome armed with new upgrades, revised setups, and fresh liveries after weeks of factory development. With the grid potentially shaken up, Miami could reset the 2026 championship fight.</p><p><strong>Also Read:&nbsp;</strong><a href="https://www.autox.com/motorsport-news/f1-official-sim-racing-india-championship-announced-with-mumbai-falcons-123445/">F1 Official Sim Racing India Championship Announced in Partnership With Mumbai Falcons</a></p><p>The biggest story, though, is the FIA’s response to the early-season energy management issue. The original 2026 power unit rules forced too much lifting and coasting, making races feel more like efficiency runs than proper Formula 1. That heavy battery-saving hurt racing, created strange speed gaps, and raised safety concerns, so Miami brings targeted FIA tweaks to let drivers push harder again.</p><p>
      
    <img src="https://images.autox.com/uploads/2026/03/F1-(1)-1774797493200.webp" alt="F1 (1).png" style="width: 100%; height: auto;"></p><p>With Miami also hosting a Sprint weekend, teams will have barely any practice time to understand upgrades and regulation changes, which could make this one of the most unpredictable weekends of the season.</p><h2>F1 Miami GP: Updated Indian Timings&nbsp;</h2><p><strong>Friday, May 01</strong></p><p>Miami GP FP1 - 09:30 pm - 11:00 pm</p><p><strong>Saturday, May 02</strong></p><p>Miami Sprint Qualifying - 02:00 am - 02:44 am</p><p>Miami Sprint Race - 09:30 pm - 10:30 pm</p><p><strong>Sunday, May 03</strong></p><p>Miami GP Qualifying- 01:30 am - 02:30 am</p><p>Miami GP Race - 10:30 pm</p><h2>F1 Miami GP: How to Watch in India</h2><p>Formula 1 fans in India have two main options to watch the 2026 Australian Grand Prix live: FanCode and F1 TV. Both platforms stream the race weekend, but they offer different experiences depending on how closely you want to follow the action.</p><p>
      
    <img src="https://images.autox.com/uploads/2026/03/F1-1773583971346.webp" alt="F1.png" style="width: 100%; height: auto;"></p><p>FanCode is the more affordable option and is ideal for fans who want a simple way to watch the race. It offers single-race weekend passes through its iOS and Android app, along with full-season subscription plans. </p><p>F1 TV offers a more detailed experience for fans who want extra coverage. Along with live race streaming, it includes live timing, onboard cameras, expert analysis, and additional behind-the-scenes content. </p>

F1 Miami GP: Here's When, Where and How to Watch 2026 Race in India

Here is the full F1 Miami GP schedule with Indian timings as Formula 1 returns after an almost month-long break since the Japanese GP.

<p>In the high-stakes world of motorcycle racing, names often carry a weight of their own. For 19-year-old Johann Emmanuel, racing is practically hereditary, being the son of legendary seven-time national champion Emmanuel Jebaraj. However, this past weekend in Qatar, Johann proved that he isn't just riding on his family’s coattails; he is carving out a legacy entirely his own.</p><p><strong>Also Read:&nbsp;</strong><a href="https://www.autox.com/motorsport-news/f1-official-sim-racing-india-championship-announced-with-mumbai-falcons-123445/">F1 Official Sim Racing India Championship Announced in Partnership With Mumbai Falcons</a></p><p>By clinching the 2025 Qatar Superstock 600 (QSTK) title, he has officially become the first Indian rider to etch his name into the history books of this championship.</p><p>Heading into the final double-header of the season, the pressure was immense. Johann trailed the championship leader, Marton Belleli, by nine points, a margin that demanded perfection. Yet, instead of succumbing to the nerves of his debut 600cc season, Johann approached the finale with tactical precision.</p><blockquote class="instagram-media" data-instgrm-permalink="https://www.instagram.com/p/DXlWdrKDCTI/?utm_source=ig_embed&amp;utm_campaign=loading" data-instgrm-version="14" style=" background:#FFF; border:0; border-radius:3px; box-shadow:0 0 1px 0 rgba(0,0,0,0.5),0 1px 10px 0 rgba(0,0,0,0.15); margin: 1px; max-width:540px; min-width:326px; padding:0; width:99.375%; width:-webkit-calc(100% - 2px); width:calc(100% - 2px);"><div style="padding:16px;"> <a href="https://www.instagram.com/p/DXlWdrKDCTI/?utm_source=ig_embed&amp;utm_campaign=loading" style=" background:#FFFFFF; line-height:0; padding:0 0; text-align:center; text-decoration:none; width:100%;" target="_blank"> <div style=" display: flex; flex-direction: row; align-items: center;"> <div style="background-color: #F4F4F4; border-radius: 50%; flex-grow: 0; height: 40px; margin-right: 14px; width: 40px;"><br></div> <div style="display: flex; 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font-size:14px; line-height:17px; margin-bottom:0; margin-top:8px; overflow:hidden; padding:8px 0 7px; text-align:center; text-overflow:ellipsis; white-space:nowrap;"><a href="https://www.instagram.com/p/DXlWdrKDCTI/?utm_source=ig_embed&amp;utm_campaign=loading" style=" color:#c9c8cd; font-family:Arial,sans-serif; font-size:14px; font-style:normal; font-weight:normal; line-height:17px; text-decoration:none;" target="_blank">A post shared by Johann Reeves Emmanuel 🇮🇳 (@johann_emmanuel11</a></p></div></blockquote>

<p>After securing a P2 qualifying spot, he dominated both races, executing a flawless performance that saw him not just erase the deficit, but surge ahead to finish the championship with a commanding 21-point lead.</p><p>This victory is particularly impressive when you look at the volatility of his debut year. To reach this point, Johann had to battle through significant adversity. His season was punctuated by three separate mechanical retirements and a crash early in the year, a setback that would have broken the resolve of many riders. Instead, those moments of struggle became the crucible for his success, hardening his focus and sharpening his technical approach.</p><p>Beyond his international success in the Middle East, Johann has already made a strong statement on home soil, having secured top honours at the 2026 KTM Cup earlier this month. </p><p>As he continues to balance his commitments in the Indian National Motorcycle Racing Championship with his rising international profile, it is clear that Indian motorsport has found a new, resilient star.<br></p>

Johann Emmanuel Becomes First Indian to Win Qatar Superstock 600 Championship

Johann Emmanuel won both Qatar Superstock 600 finale races to become the first Indian champion, sealing the 2025 title with a commanding 21-point lead.

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