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<p>
The Chang International Circuit is F-A-S-T. Long straights, hard acceleration zones, and harder braking points – all stitched together with some truly terrifying high-speed corners. Common sense would suggest it’s not exactly the ideal playground for first-timers on a top-dog, litre-class superbike. But when it’s about Ducati, there’s always some room for surprise. Which is why they flew me to this MotoGP track to get my first taste of the 2025 Panigale V4 S.</p>

<h2>2025 Ducati Panigale V4 S: What’s New and Why It Matters</h2>

<p>Now, this is a big deal. This is about the brand-new Panigale V4 – the flagship from Bologna. As you’d expect, Ducati has been shouting from the rooftops that this is the best-ever, fastest-ever, and most forward-looking Panigale, ever. A manufacturer hyping its latest product? Business as usual, or are they actually telling the truth?</p><div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/05/1747141659627-vsrg-Ducati-Panigale-V4-S-side-profile.webp" alt="Ducati Panigale V4 S-side-profile.jpg" style="width: 100%; height: auto;">
      </div>
    

<p>Well, after spending a full day on it, lapping a racetrack under the sweltering Buriram sun, we think we have the answer. The new Panigale V4 is fan-effing-tastic!</p><p>Now, of course, a whole lot of fine-tuning and fresh changes have gone into this 7G Panigale. But let’s start with the familiar. The 2025 version is still propelled by the same 1,103cc V4 engine. It’s still blazingly red. And it’s still very desirable. Some might complain the design has softened, but it grows on you with time. Two minutes, to be precise. That’s how long it took me to fall for it.</p><h2>Ducati Panigale V4 S Engine, Frame and Suspension Updates Explained</h2><p>Let’s move to the finer details. The frame is all-new, and so is the dual-sided swingarm, which replaces the gorgeous single-sided unit of the outgoing model. Why the change? Because it’s all about form following function here. The new swingarm reduces lateral stiffness by a whopping 37%. It’s a similar story with the front frame – it claims to bring lateral rigidity down by an impressive 40%.</p>
    

    
  
    
  




<p>There are also new electronics, an updated Öhlins semi-electronic suspension setup, a beefed-up braking package, and more. Now, I could go on and type out the entire brochure for you, but I’m pretty sure I’d run out of space on these pages. So, let’s cut to the chase and talk about what really matters: the riding experience.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/05/1747141569427-9mcu-Ducati-Panigale-V4-S-2.webp" alt="Ducati Panigale V4 S-2.jpg" style="width: 100%; height: auto;">
      </div>
    </p><p>If you’ve ridden the original Panigale V4, especially the first-gen from 2017, you’ll remember what an assassin it was. Relentless. Rigid. Unforgiving. It was hot-blooded and temperamental, like a heavyweight boxer dialled up to 11. A lethal weapon that wouldn’t hesitate to chew you up and spit you out for the slightest mistake.</p><h2>How the 2025 Panigale V4 S Rides on Track</h2>

    
  
    
  


<p>Ducati realised the problem quickly, which is why the later versions of the Panigale V4 became a bit less feverish and a little more friendly. But, as they say, a leopard doesn’t change its spots – the red mist never fully cleared from the Panigale’s head. Well, that was until now. The new Panigale V4 is a complete rethink. It’s no longer out for your blood the moment you twist the throttle. Instead, this one gently holds your hand, calms your nerves, and then blows your pants off – same, same, but very different.</p><div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/05/1747141550068-wqj2-Ducati-Panigale-V4-S-Motion.webp" alt="Ducati Panigale V4 S-Motion.jpg" style="width: 100%; height: auto;">
      </div>
    

<p>It is noticeably friendlier to ride – something that was clear from the very first lap. It feels lighter, roomier, and far less physically demanding. At 213bhp, the V4 motor still produces more or less the same power, but these 2025-spec horses are far more accessible.</p>

<p>For instance, the throttle no longer feels like you’re cracking open the lid of a nuclear reactor. The response is sharp but measured, and not barking mad. Make no mistake, the acceleration is still mind-tinglingly brutish, and a slight twist of the wrist will still leave you breathless – just not in a suicidal way.</p>

<p>And those long straights? The Panigale eats them up like Pac-Man. The acceleration is jaw-dropping. But before you can even pick your jaw off the floor, you’re hard on the brakes, and down it goes again on the floor – the stopping power from the new Brembo Hypure brakes are simply sensational.</p><div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/05/1747141575618-c30a-Ducati-Panigale-V4-S-3.webp" alt="Ducati Panigale V4 S-3.jpg" style="width: 100%; height: auto;">
      </div>
    

<p>What’s more, you now get Race eCBS – a linked braking system that automatically engages the rear brake for trail braking when you grab the front lever. The result? Tighter lines into apexes and a sense that, just maybe, you’re the second coming of Marc Márquez.</p>

<p>And last but not least, the handling and electronics. While the old Panigale needed to be muscled into corners at high speeds, this one flows with you, like an extension of your body. You can hurl it into a bend without a second thought, and it’ll rocket out the other side, gripping the tarmac like a leech. Honestly, it feels more like a middleweight than a full-fat litre-class machine.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/05/1747141542250-9h1j-Ducati-Panigale-V4-S-Speedometer.webp" alt="Ducati Panigale V4 S-Speedometer.jpg" style="width: 100%; height: auto;">
      </div>
    </p>

<p>Adding to that sense of confidence is its suite of stellar electronics, including the new DVO (Ducati Vehicle Observer), which constantly tweaks wheelie control and traction control in real time. Not only does it keep you from launching yourself into space but also helps you post faster lap times.</p>

<h2>2025 Ducati Panigale V4 S Verdict: Should You Buy One?</h2>

<p>As far as I’m concerned, the Panigale V4 S is faultless. It’s blisteringly fast and drop-dead gorgeous, and now it’s also friendlier and more welcoming than ever. Regardless of your skill level, it’s a motorcycle that urges you to push harder, without punishing your body or bruising your ego. The only downside? That price tag. At ₹36.5 lakh (ex-showroom), it demands a heck of a lot of money. But, then, in return, you also get a heck of a lot of bike.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/11/Ducati_Panigale_V4_S_First_Ride_Review_Chang_Circuit_autoX-1764048271090.webp" alt="Ducati_Panigale_V4_S_First_Ride_Review_Chang_Circuit_autoX.jpg" style="width: 100%; height: auto;">
      </div>
    </p>




<p>[tabs]</p>

<p>[tab title="<strong>Ducati Panigale V4 S</strong>"]</p>

<p><strong>Engine:</strong> 1,103cc V4</p>

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

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

<p><strong>Torque:</strong> 121Nm</p>

<p><strong>Fuel:</strong> Petrol</p>
 
<p><strong>Price:</strong> ₹36.5 Lakh Ex showroom</p>

<p><strong>X-Factor:&nbsp;</strong><em>Not just the best superbike of the present era, but perhaps an all-time great!</em></p>

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

			</td>
			<td>
			<p><strong>Cons</strong><br>
			• Costs a bomb!</p>
			</td>
		</tr>
	</tbody>
</table>

<p>[/tab]</p>

<p>[/tabs]</p>


Ducati Panigale V4 S First Ride Review - Top Dog

The Chang International Circuit is fast and unforgiving, but that’s exactly where Ducati sent us to sample the new Panigale V4 S — and discover just how different it really is.

<p>
    Hero MotoCorp seems to be on a roll, turning its concepts from EICMA 2024 into reality. Hot on the heels of the Xoom 160 comes the Xtreme 250R. It is touted as the quickest machine in its class. With its bold, aggressive styling, it certainly grabs attention, but does its performance back it up?</p>

<h2>Hero Xtreme 250R Design &amp; Styling: Italian Flair?</h2>

<p>Let’s talk design first – well, because, frankly, it’s impossible to ignore. While the styling is a bit polarising, personally, I’m quite taken by its sharp, aggressive lines. During our ride in Udaipur, it drew plenty of attention – some admiring, others possibly bewildered. There’s a clear hint of Italian streetfighter flair here, particularly in the pointed front end housing the LED projector headlamp, the muscular tank shrouds flanking the sculpted fuel tank, and the stubby, minimalist tail section. Viewed head-on, it has a bit of a Ducati-esque appearance.</p><p>
      <br></p><div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/05/1747140520727-tzvl-Hero-Xtreme-250R-Stand-View.webp" alt="Hero Xtreme 250R-Stand-View.jpg" style="width: 100%; height: auto;">
      </div>
    <p><br></p><p>Hero’s design team has clearly gone the extra mile, delivering a look that feels both premium and purposeful. The 17-inch diamond-cut alloy wheels complement the overall design very well, especially in the striking colour scheme you see on these pages. That said, it’s not without its flaws. For instance, the integrated saree guard and front number plate holder feels bulky and detracts from its otherwise sleek profile – while the bike looks cleaner without it, it’s neither legal nor practical.</p>







<h2>Hero Xtreme 250R Features &amp; Tech: Tech Savvy?</h2>

<p>For its segment, the Xtreme 250R is reasonably equipped. A standout feature is the Class-D LED projector headlamp, which has proven quite effective in previous models like the Xpulse 200 4V. LED indicators are standard, and the emergency stop signal – which activates the hazard light during hard braking – is a thoughtful safety addition. The bike also features switchable dual-channel ABS with two selectable modes – Road and Race – offering added flexibility.</p><p>
      <br></p><div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/05/1747140413745-yl8r-Hero-Xtreme-250R-Speedometer.webp" alt="Hero Xtreme 250R-Speedometer.jpg" style="width: 100%; height: auto;">
      </div>
    <p><br></p><p>For instrumentation, the Xtreme 250R comes with an easy-to-read, negative LCD panel with Bluetooth connectivity for alerts and navigation. While it does the job well, it lacks the premium feel of the TFT displays found on some key rivals, such as the KTM 250 Duke. At this price point, a TFT display would have significantly enhanced its appeal.</p>







<h2>Hero Xtreme 250R Comfort &amp; Ergonomics: Comfort Zone?</h2>

<p>Ergonomically, the Xtreme 250R is quite accessible. Its wide handlebar and 806mm seat height provide a comfortable, upright riding posture, which is good for city riding and should be manageable for most riders. The seat is well-contoured, offering decent comfort. The bike is also good in terms of practicality – its 167mm of ground clearance is quite sufficient for uneven or broken roads.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/11/Hero_Xtreme_250R_First_Ride_Review_autoX-1764048175762.webp" alt="Hero_Xtreme_250R_First_Ride_Review_autoX.jpg" style="width: 100%; height: auto;">
      </div>
    </p><p>That said, the neutral footpeg position and upright stance make it a bit challenging to fully tuck in or grip the bike during more spirited riding. While it’s great for daily commuting, it slightly detracts from the aggressive riding experience. On the upside, the wide handlebars offer excellent leverage, making quick steering inputs fairly easy.</p>



<h2>Hero Xtreme 250R Performance &amp; Handling: Go vs Show?</h2>

<p>Now, let’s talk about the heart of the matter: performance and handling. The Xtreme 250R is powered by a relatively new 250cc liquid-cooled single-cylinder engine, which is essentially a stroked version of the 210cc unit from the Karizma. Hero claims outputs of 29.5bhp at 9,250rpm and 25Nm of torque at 7,250rpm. With a 12:1 compression ratio and that peak power figure, it’s clear that it is a top-end focused motor – and that’s exactly how it feels on the road.</p><p>
      <br></p><div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/05/1747140407759-h0ch-Hero-Xtreme-250R-Engine.webp" alt="Hero Xtreme 250R-Engine.jpg" style="width: 100%; height: auto;">
      </div>
    <p><br></p>

<p>That’s not to say that it’s completely gutless lower down. There’s a healthy, usable mid-range, which makes city commuting and overtaking quite easy. But to truly tap into its performance, you really need to wring its neck and keep the revs high. It thrives when pushed, which makes it quite engaging around twisty roads.</p><p>However, this high-revving nature comes at a cost. Vibrations creep in as the revs climb, particularly through the handlebars and footpegs. During the test, while riding spiritedly, I often found myself short-shifting out of mechanical sympathy, hesitant to constantly wring it out. If you prefer an engine you can thrash, this might not be it. </p>

<p>Hero claims that the Xtreme 250R is the fastest in its class (0 – 60 km/h and 0 – 100 km/h). While it’s yet to be verified with proper testing equipment, my seat-of-the-pants impressions suggest that it’s a brisk and eager performer, especially once you’re past the mid-range.</p><p>
      <br></p><div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/05/1747140375658-awoj-Hero-Xtreme-250R-Motion.webp" alt="Hero Xtreme 250R-Motion.jpg" style="width: 100%; height: auto;">
      </div>
    <p><br></p><p>Where the Xtreme 250R truly shines is in terms of handling. The chassis feels taut and communicative, giving the bike a light, nimble character. Whether you’re weaving through city traffic or carving up a twisty mountain road, it responds eagerly to inputs and holds its line with reassuring confidence. The suspension strikes a commendable balance – it’s firm enough for sporty riding and yet compliant enough to handle rough roads.</p>

<h2>Hero Xtreme 250R Verdict: Should You Buy This New 250cc Streetfighter?</h2>

<p>The Hero Xtreme 250R is a strong contender in the 250cc segment. With its sharp styling, agile handling, and decent feature list, it offers a well-rounded package for riders seeking a sporty yet practical machine. The engine offers solid performance, especially in the top end, though it’s not the smoothest engine out there. Still, it is an agile, sporty streetfighter, which is also comfortable enough for daily use.</p>

<p>While the LCD screen feels a bit dated compared to what some of its rivals offer, the overall package, especially the bike’s dynamic ability, is quite compelling. So, if you prefer sharp aesthetics, agile handling, and an engine that rewards spirited riding, the Xtreme 250R is well worth considering.</p><p>
      <br></p><div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/05/1747140442039-ilcw-Hero-Xtreme-250R-1.webp" alt="Hero Xtreme 250R-1.jpg" style="width: 100%; height: auto;">
      </div>
    <p><br></p>




<p>[tabs]</p>

<p>[tab title="<strong>Hero Xtreme 250R </strong>"]</p>

<p><strong>Engine:</strong> 249cc Single-cylinder</p>

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

<p><strong>Power:</strong> 29.5bhp </p>

<p><strong>Torque:</strong> 25Nm</p>

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

<p><strong>Price:</strong> ₹1.80 Lakh Ex showroom</p>

<p><strong>X-Factor:&nbsp;</strong><em>With design and performance to rival the best in its class and a price tag closer to the segment below, the Xtreme 250R is an exceptional value proposition.</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, price &amp; handling</p>

            </td>
            <td>
                <p><strong>Cons</strong><br>
                    • Vibrations, weak bottom-end</p>
            </td>
        </tr>
    </tbody>
</table>

<p>[/tab]</p>

<p>[/tabs]</p>

Hero Xtreme 250R First Ride Review - Xtreme 'Nuff?

Hero’s sharply styled Xtreme 250R promises class-leading performance and standout streetfighter attitude, but does it truly deliver where it matters most?

<p>It’s been a long, long time coming, but the Volkswagen Golf GTI – arguably the greatest hot hatch in history – has finally landed on our shores. However, what should have been a landmark moment for enthusiasts has, sadly, turned into something of a damp squib, thanks to its astronomical sticker price – an eye-watering ₹53 lakh (ex-showroom).
For a car that looks like a Polo on steroids and carries a badge that literally translates to ‘People’s Car’, that price tag is – for lack of a better word – ridiculous.</p>

<p>And the woes don’t end there. The GTI isn’t just out of reach for your average petrolhead Joe – it’s also priced a full ₹8 lakh higher than the Mini Cooper S in India. If the Mini seems too impractical for your needs, there’s always the far more accomplished BMW M340i, which – for not a whole lot more than what the GTI demands – offers greater performance, more space, better equipment, and the badge prestige that comes with a BMW.</p>

    
  
    
  
<p>As it stands, Volkswagen seems to have landed the GTI in no man’s land with this absurd pricing. It’s a serious misstep... but only if your experience of the GTI is limited to the internet. Because once you get behind the wheel of the GTI – holy hell – it redeems itself…and how!</p>

<h2>Volkswagen Golf GTI: Top Speed</h2>



    
  
    
  
<p>To give us our first taste of the GTI in India, Volkswagen chose the high-speed and handling tracks at NATRAX, Madhya Pradesh. I kicked things off with a top-speed run on the 11.3km high-speed oval. Let’s cut straight to the chase – the Golf GTI clocked a top speed of 267km/h. Remember, this isn’t some sports car – it’s a four-door family hatchback!</p><div style="width: 100%; height: auto;" class="post-image">
      <img src="https://images.autox.com/uploads/2025/06/Volkswagen-Golf-GTI-Top-Speed-1750920602762.webp" alt="Volkswagen Golf GTI Top Speed.jpg" style="width: 100%; height: auto;">
    </div>
  <p>What’s surreal isn’t just the number, but the way the GTI achieved it – like a walk in the park. Powered by the 2.0-litre EA888 turbo-petrol engine rated at 261bhp and 370Nm, the GTI delivers relentless performance. It slices through the air like a hot knife through butter. Its high-speed stability is exceptional, wind noise is minimal, and the raspy notes from the intake and exhaust add to the drama – yes, some of that is artificially piped in via the Soundaktor system, but it still sends a tingle down your spine.</p>

<p>There’s no let-up when it comes to straight-line speed. The 0–100km/h sprint is dismissed in under six seconds. Keep your foot buried for another 16 seconds or so and 200km/h flashes on the dash, followed shortly by the limited top speed of 267km/h. All of this in sixth gear, with the engine spinning at around 5,000rpm, and there’s still one more gear to go, suggesting that more speed can be unlocked. You can bet tuners across the country are already rubbing their hands in anticipation.</p>

<h2>Volkswagen Golf GTI: Handling</h2>



    
  
    
  
<p>While the GTI can hit breakneck speeds in a straight line, its real charm lies in its stellar handling. It’s common knowledge that when Volkswagen slaps GTI badges on a Golf, the driving experience is bound to be something special, and that’s exactly how it turned out when we pushed the GTI to its limits on NATRAX’s handling test track.</p><div style="width: 100%; height: auto;" class="post-image">
      <img src="https://images.autox.com/uploads/2025/06/Volkswagen-Golf-GTI-Cornering-1750920977735.webp" alt="Volkswagen Golf GTI Cornering.jpg" style="width: 100%; height: auto;">
    </div>
  <p>Now, about the track – it’s not your typical racetrack. Sure, it has fast and technical sections, and there are kerbs to clip, but there’s no runoff area. Instead of gravel traps, you’re greeted by boulders and rocks. A momentary lapse in concentration, a misjudged turn-in point, or overshooting a braking marker could do more than just bruise your ego – it could wreak havoc on the GTI’s sleek bodywork.</p>





    
  
    
  
<p>Yet, when you’re in the GTI, none of that crosses your mind. It inspires so much confidence that you find yourself carrying absurd speeds through corners – my fastest corner entry was around 140km/h! – and the GTI remains unflappable. The front-end grip is just staggering – it’s as if the tyres are clawing into the tarmac without any retardation whatsoever. It just grips and grips and grips some more.</p><p>Despite being front-wheel drive, the GTI gives virtually no indication that it sends power to just the front wheels. Understeer? Barely noticeable – no matter how hard you push it. The nose points exactly where you want it to go, and the GTI carves through corners with scalpel-like precision – it sniffs &amp; hunts apexes like a predator on the prowl. What’s more, the steering drips with feedback, and the acceleration out of corners is simply otherworldly. The brakes? Equally phenomenal. From the progression of the pedal to the bite and overall stopping force – everything feels absolutely top-drawer.</p><div style="width: 100%; height: auto;" class="post-image">
      <img src="https://images.autox.com/uploads/2025/06/Volkswagen-Golf-GTI-Cornering-2-1750921141807.webp" alt="Volkswagen Golf GTI Cornering 2.jpg" style="width: 100%; height: auto;">
    </div>
  <p>So, how does it drive so well despite being a FWD machine? The secret lies between the front wheels themselves – Volkswagen’s Vorderachsquersperre, or VAQ. It’s an electronically controlled limited-slip differential, which uses a multi-plate clutch pack and an electric hydraulic pump to distribute power between the front wheels in real-time, based on grip levels. In simple terms, it sends more power to the wheel with the most traction, thereby minimising wheelspin. Add torque vectoring into the mix – which sends more power to the outer wheel when you’re accelerating out of corners – and you get a tighter radius and more precise cornering. In short, it eliminates the understeer that usually plagues front-wheel drive cars. And that’s what makes the Golf GTI not just competent but a true driver’s delight.</p>

<h2>Volkswagen Golf GTI: Practicality</h2>

<p>The whole point of a hot hatchback is that it should go fast but not at the expense of practicality. Now, in this regard, the Golf GTI is a bit of a mixed bag, considering Indian driving conditions. Yes, it can comfortably seat four adults, the ride quality is surprisingly supple, there’s a large and usable boot, and all the essential creature comforts are in place. But there is no denying that it’s less than perfect in several key areas.</p>



    
  
    
  
<p>Take the ground clearance, for instance. At just 136mm, it’s borderline impractical for Indian roads. If you live in a pothole-riddled neighbourhood, you’ll have a tough time. Forget potholes, I suspect that even a mildly inclined ramp or a normal speed breaker could scrape the GTI’s underbelly.</p><div style="width: 100%; height: auto;" class="post-image">
      <img src="https://images.autox.com/uploads/2025/06/Volkswagen-Golf-GTI-Ground-Clearance-1750921632311.webp" alt="Volkswagen Golf GTI Ground Clearance.jpg" style="width: 100%; height: auto;">
    </div>
  <p>Then there’s the equipment list, or rather, the lack of it. For a hatchback with a price tag north of ₹50 lakh, the omissions are glaring – no seat ventilation, no electric adjustment for the driver’s seat or steering, no 360-degree camera…well, you get the idea. Now, these aren’t just luxuries anymore, especially at this price point, and their absence will leave you feeling short-changed for sure. But what will particularly sting the enthusiasts is the absence of the Vehicle Dynamics Manager (VDM) and adaptive dampers – both offered in global markets. While they may not completely transform the driving experience, it’s always good to have different levels of adjustability.</p>



<p>What I do like about the Golf GTI is its appearance. It’s suave without being flashy. It’s hot, but not mercurial. It stands out, but never in a loud look-at-me sort of way. There’s an assertiveness to its stance, balanced by an air of understated elegance. The upshot? A design that, I think, will age rather gracefully.</p><div style="width: 100%; height: auto;" class="post-image">
      <img src="https://images.autox.com/uploads/2025/06/Volkswagen-Golf-GTI-View-Of-Steering-Console-And-Instrumentation-1749472422210.webp" alt="Volkswagen Golf GTI-View-Of-Steering-Console-And-Instrumentation.jpg" style="width: 100%; height: auto;">
    </div>
  <p>It’s a similar story inside. You get just the right dose of tech paired with modern touches, wrapped in classic tartan fabric. The steering wheel feels good in your hands, with chunky buttons that make toggling through settings intuitive. There’s a crisp 12.9-inch touchscreen with wireless phone connectivity, and the sport seats do a fine job of holding you in position. It’s a genuinely pleasant place to be. That said, the touch controls for volume and HVAC can be a bit irritating to use. Also, I can’t help but wish it came with the iconic golf ball gear lever – a subtle but meaningful nod to its heritage.</p>

<h2>Volkswagen Golf GTI First Drive Review Verdict</h2>

<p>If you think about it logically, the Golf GTI makes no sense for India. It’s too fast, too low, and too expensive for this country. Plus, it doesn’t carry the snob value of an Audi, BMW, Mercedes or Mini, so it’s unlikely to make your neighbour go green with envy.</p><p><img src="https://images.autox.com/uploads/2025/06/Volkswagen-Golf-GTI-Headlight-1749472484533.webp" alt="Volkswagen Golf GTI-Headlight.jpg" style="width: 100%; height: auto;"></p>



<p>The Golf GTI, then, is strictly for enthusiasts who know their onions. It’s for petrolheads who care about only one thing – driving pleasure. And in that regard, believe you me, it doesn’t disappoint one bit. If you ask me, there’s no car this side of ₹60 lakh that goes as fast or handles as well as the Golf GTI. Sure, it may cost a king’s ransom to own, but what you get in return is hot-hatch royalty.</p><p>Anyway, it doesn’t matter what you or I think about the Golf GTI now. The simple fact of the matter is that Volkswagen India doesn’t give two hoots about what we say, for all 150 units of the GTI headed to India have already been spoken for!</p><iframe width="1425" height="500" src="https://www.youtube.com/embed/oRTsvpebtrc" title="The Golf GTI Makes No Sense for India, BUT… | Review | 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>Volkswagen Golf GTI</strong>"]</p>

<p><strong>Engine:</strong> 1,984cc 4-Cylinder</p>

<p><strong>Transmission:</strong> 7-Speed DSG FWD</p>

<p><strong>Power:</strong> 261bhp </p>

<p><strong>Torque:</strong> 370Nm</p>

<p><strong>Fuel:</strong> Petrol</p>
 
<p><strong>Price:</strong> ₹53 Lakh (Ex-showroom)</p>

<p><strong>X-Factor:&nbsp;</strong><em>The Golf GTI is a hot hatch par excellence and caters to true-blue driving enthusiasts.</em></p>

<table cellpadding="1" cellspacing="1">
	<tbody>
		<tr>
			<td>
			<p><strong>Pros &nbsp;</strong>&nbsp; &nbsp;&nbsp;&nbsp; &nbsp;&nbsp;&nbsp;<br>
			•&nbsp; Stellar performance, scalpel-sharp handling</p>

			</td>
			<td>
			<p><strong>Cons</strong><br>
			• Pricey, low ground clearance</p>
			</td>
		</tr>
	</tbody>
</table>

<p>[/tab]</p>

<p>[/tabs]</p>


Volkswagen Golf GTI First Drive Review - Badge of Honour

It may cost a king’s ransom in India, but the Volkswagen Golf GTI rewards you with hot-hatch pedigree and driving purity that very few cars on our roads can match.

<p>The hatchback segment in India isn’t what it used to be. These days, all the action is happening in the SUV and even MPV segments (see our cover). So, it’s a rare treat when we get to review a new hatchback. And it’s even more exciting when that hatchback comes with a diesel engine.</p>

<p>I spent a day with both the diesel and CNG versions of the recently launched Tata Altroz facelift. The new model comes with some tweaks while retaining some of the standout qualities of the outgoing version.</p>

<p>So, how much better is the new Altroz, and how does it stack up against rivals in the same price bracket? Time to find out.</p>

<h2>Tata Altroz Facelift Exterior Updates</h2>

<p>The dimensions of the Altroz remain unchanged, but the styling has received a notable update. There’s a clear emphasis on blacked-out elements, visible on the front end and the newly designed 16-inch alloy wheels. The LED headlamps now sport a sharper, more modern design, enhancing the overall look.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/05/Tata-Altroz-Facelift-1748336409778.webp" alt="Tata Altroz Facelift.jpg" style="width: 100%; height: auto;">
      </div>
    </p><p>Further adding to the contemporary appeal are the front flush door handles and connected tail lamps. While I wasn’t particularly taken with the design when I first saw the photos, I have to admit it looks significantly better in person. This is yet another attractively styled offering from Tata – something that’s become the norm of late. That said, I’d still consider swapping out the black alloys. They currently give off a bit too much of an EV vibe for my liking.</p>







<h2>Tata Altroz Facelift Interior Features &amp; Updates</h2>

<p>The dashboard has been redesigned and looks rather impressive. It houses a 10.25-inch touchscreen that was free of any lag during our time with the hatch. This unit supports wireless smartphone connectivity and includes a 65W USB-C port at the front, with another provided for the second row – a thoughtful addition that laptop users will certainly appreciate.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/06/Tata-Altroz-View-Of-Steering-Console-And-Instrumentation-1749464187723.webp" alt="Tata Altroz-View-Of-Steering-Console-And-Instrumentation.jpg" style="width: 100%; height: auto;">
      </div>
    </p><p>Tata has also introduced their illuminated, two-spoke steering wheel into the mix. The AC controls have been moved to a touch panel, which also houses buttons for switching to CNG mode and for activating the 360-degree camera. It’s great to see Tata offering a surround-view camera – the feed quality is decent – though the obstacle detection system does need some calibration. During our test, even when reversing on a flat, empty tarmac, the system repeatedly flagged non-existent obstacles and triggered warning alerts. An electronic sunroof and a larger ambient light strip further add to the interior appeal.</p>







<p>While you still get fabric seats, they provide excellent support and cushioning, particularly due to the new extensions at the base that offer better under-thigh support. This feature is also present in the rear seats. However, I do feel Tata missed a trick by not including powered &amp; ventilated front seats in this update.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/11/Tata_Altroz_Facelift_First_Drive_Review_autoX_Aakash_Rear_Seats-1763970185236.webp" alt="Tata_Altroz_Facelift_First_Drive_Review_autoX_Aakash_Rear_Seats.jpg" style="width: 100%; height: auto;">
      </div>
    </p><p>The second-row space is adequate, though knee room may feel just about enough for taller passengers. One surprising omission is the absence of a weight sensor on the rear bench. As a result, the seatbelt warning system requires the rear seat belts to be buckled even when no one is seated at the back – otherwise, the alarm keeps beeping.</p>







<h2>Tata Altroz Diesel &amp; CNG Driving Review</h2>

<p>The new Altroz is available with a choice between a 1.2-litre petrol and a 1.5-litre diesel engine, both offering the same outputs as before. The petrol variant is also offered with a CNG option, although the more powerful turbo-petrol version is yet to be introduced.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/06/Tata-Altroz-gear-lever-1749464179915.webp" alt="Tata Altroz-gear-lever.jpg" style="width: 100%; height: auto;">
      </div>
    </p>

<p>Notably, the Altroz remains the only hatchback to offer a diesel powertrain – a welcome change, especially given how punchy this motor is. It cruises effortlessly at highway speeds; however, at higher revs, engine noise and vibrations do become apparent. Both petrol and diesel engines suffer from a lack of low-end pulling power, which is noticeable in everyday driving.</p>

<p>The petrol engine is now available with a 5-speed AMT, while the CNG and diesel variants are paired with a 5-speed manual gearbox. While the gear shifts are generally easy, the throws are long, and there’s an occasional grinding sound mid-shifts. So, while the engine itself is reasonably competent, there haven’t been any notable improvements in terms of how it behaves.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/06/Tata-Altroz-Rear-Three-Quarter-1749464194255.webp" alt="Tata Altroz-Rear-Three-Quarter.jpg" style="width: 100%; height: auto;">
      </div>
    </p>

<p>What does stand out, however, is the ride quality. Tata continues to deliver some of the best suspension setups in the business – the Altroz handles bumps with impressive composure while still offering good grip around faster corners. It may not be an outright driver’s car, but it comes remarkably close.</p>

<h2>Tata Altroz Facelift Price &amp; Verdict</h2>

<p>The new Altroz remains a well-rounded package – just as it always was. The refreshed styling and updated features make an even stronger case for it in today’s market. Even the introductory starting price of ₹ 6.89 lakh (ex-showroom) is quite competitive.</p>

<p>That said, the higher trims do feel a bit pricey and could have offered a few more features to justify the premium. If you’re looking for a diesel hatchback, the Altroz stands as your default choice. However, if you’re open to petrol or CNG, there are still several worthy contenders in the segment.</p><iframe width="1425" height="500" src="https://www.youtube.com/embed/vRR-HQN71v8" title="2025 Tata Altroz Review | Better Than a Compact SUV? | 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>Tata Altroz Diesel</strong>"]</p>

<p><strong>Engine:</strong> 1,497cc 4-Cylinder</p>

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

<p><strong>Power:</strong> 89bhp </p>

<p><strong>Torque:</strong> 200Nm</p>

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

<p><strong>Price:</strong> ₹11.29 Lakh Ex showroom</p>

<p><strong>X-Factor:&nbsp;</strong><em>The only diesel hatchback in the segment and one that is high on comfort.</em></p>

<table cellpadding="1" cellspacing="1">
    <tbody>
        <tr>
            <td>
                <p><strong>Pros &nbsp;</strong>&nbsp; &nbsp;&nbsp;&nbsp; &nbsp;&nbsp;&nbsp;<br>
                    •&nbsp; Updated design, comfortable seats, ride quality</p>

            </td>
            <td>
                <p><strong>Cons</strong><br>
                    • Rear camera calibration, vibey diesel engine</p>
            </td>
        </tr>
    </tbody>
</table>

<p>[/tab]</p>

<p>[tab title="<strong>Tata Altroz CNG</strong>"]</p>

<p><strong>Engine:</strong> 1,199cc 3-Cylinder</p>

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

<p><strong>Power:</strong> 72bhp </p>

<p><strong>Torque:</strong> 103Nm</p>

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

<p><strong>Price:</strong> ₹11.09 Lakh Ex showroom</p>

<p><strong>X-Factor:&nbsp;</strong><em>The only diesel hatchback in the segment and one that is high on comfort.</em></p>

<table cellpadding="1" cellspacing="1">
    <tbody>
        <tr>
            <td>
                <p><strong>Pros &nbsp;</strong>&nbsp; &nbsp;&nbsp;&nbsp; &nbsp;&nbsp;&nbsp;<br>
                    •&nbsp; Updated design, comfortable seats, ride quality</p>

            </td>
            <td>
                <p><strong>Cons</strong><br>
                    • Rear camera calibration, vibey diesel engine</p>
            </td>
        </tr>
    </tbody>
</table>

<p>[/tab]</p>

<p>[/tabs]</p>

Tata Altroz Facelift First Drive Review - Still Got the Juice?

It’s not often you see a new hatchback in 2025, let alone one powered by diesel. But Tata has refreshed the Altroz, and we have driven both the diesel and CNG versions to see if it still delivers.

<p>
    The team at autoX is no stranger to the X1 – be it in its petrol, diesel, or electric guise. Regular readers will recall we extensively tested the standard iX1 in our four-way comparison against the Kia EV6 GT, Volvo XC40 Recharge, and Hyundai Ioniq 5. So, it’s fair to say that we have a solid benchmark to measure its performance against most of its rivals.</p>
<p>However, BMW may have just checkmated the competition of that list with the new iX1 LWB. It gets more space and as an added bonus, it’s assembled right here in India. That not only makes it a lot more affordable than its ICE and electric counterparts but also its aforementioned rivals.</p>


<h2>BMW&nbsp;iX1 LWB Design &amp; Dimensions:&nbsp;Same Platform, Bigger Package</h2>

<p>Let’s start with design and styling – an inherently subjective part of any review. If you liked the aesthetics of the standard (and now discontinued) iX1, you are going to love the new iX1 LWB. If not, well….I’m sorry but this one looks pretty much the same.</p>

<div style="width: 100%; height: auto;" class="post-image">
    <img src="https://images.autox.com/uploads/2025/02/1740141909426-j23d-BMW-iX1-LWB-Front-Three-Quarter.webp" alt="BMW iX1 LWB-Front-Three-Quarter.jpg" style="width: 100%; height: auto;">
</div>



<p>While the overall silhouette remains largely unchanged, the iX1 LWB has grown in length to 2,800mm – an increase of 116mm overall, with the wheelbase alone accounting for 108mm. While all that extra length has been added behind the B-pillar, its proportions still look balanced. Like a GQ model, it doesn’t suffer from an awkward long-legs-short-torso look – in fact it looks rather handsome.</p>

<p>Most of the design elements from the standard model have been carried over. However, one practical upgrade is the rear doors, which now open at a wider angle, making ingress and egress much easier for rear passengers. In terms of overall size, the iX1 LWB has now become closer to the previous-generation X3 – precisely the positioning that BMW was aiming for.</p>

<div style="width: 100%; height: auto;" class="post-image">
    <img src="https://images.autox.com/uploads/2025/02/1740141835830-hlvf-BMW-iX1-LWB-Rear-Seat-Space.webp" alt="BMW iX1 LWB-Rear-Seat-Space.jpg" style="width: 100%; height: auto;">
</div>








<p>As a result, what you now get is the widest and tallest cabin in the segment, offering ample legroom to lounge and relax. Even with two passengers over six feet, neither will have any reason to complain. That said, the under-thigh support is a bit of an issue due to the tall footboard – an unfortunate byproduct of the ICE-to-EV conversion process. To further enhance the rear-seat comfort, BMW has increased the legroom by 109mm and even extended the seat cushion length by 15mm. While features remain similar and aplenty, I do wish BMW had gone a step further by adding separate AC blower controls and sunblinds – it would have been a perfect finishing touch for an otherwise well-appointed cabin.</p>



<h2>iX1 LWB Driving Experience: Single-Motor Performance</h2>

<p>Now, while the iX1 LWB gains extra space, it sacrifices a bit of performance. To make the price tag more appealing, BMW has opted for a single-motor setup instead of the twin-motor configuration of the standard iX1.</p>

<div style="width: 100%; height: auto;" class="post-image">
    <img src="https://images.autox.com/uploads/2025/02/1740141822845-90ht-BMW-iX1-LWB-Rear-Three-Quarter.webp" alt="BMW iX1 LWB-Rear-Three-Quarter.jpg" style="width: 100%; height: auto;">
</div>

<p>Essentially, the iX1 LWB now gets a front-wheel drivetrain with a 66.4kWh battery pack, producing 204bhp and 250Nm of peak torque. When you step on the throttle pedal, there’s a noticeable shove but not as instantaneous and explosive as offered by the twin-motor setup of the standard iX1. However, thanks to the FWD configuration, it feels lighter and more nimble – it behaves more like a lukewarm hatchback than an all-out luxury electric SUV.</p>

<p>There is less understeer, and the dynamics feel sharper than the twin-motor version’s. In relentless Indian traffic, it’s light, agile, and easy to throw around, making it surprisingly fun to drive in everyday conditions.</p>

<h2>Why the BMW iX1 LWB Makes Sense for Families</h2>

<p>If Dominic Toretto were more practical, lived in India, and needed an everyday runabout for the family, I’d ask him not to overlook the iX1 LWB. It offers significantly more space, making it a better and more well-rounded family SUV. And since it’s now assembled in India, it has a price tag of ₹49 lakh (ex-showroom). A luxury family SUV with a BMW badge on the bonnet that costs less than most rivals? That‘s a dream come true for many. And the best part? Despite its practicality, the iX1 LWB doesn’t compromise on BMW’s signature driving excitement.</p>


<iframe width="853" height="480" src="https://www.youtube.com/embed/BGt7lamIJNo" title="BMW iX1 LWB 2025 India | First Drive Review | This Changes Everything | EV SUV | 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>BMW iX LWB</strong>"]</p>

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

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

<p><strong>Power:</strong> 204bhp </p>

<p><strong>Torque:</strong> 250Nm</p>

<p><strong>Range:</strong> 531km (MIDC)</p>

<p><strong>Price:</strong> ₹49 Lakh Ex showroom</p>

<p><strong>X-Factor:&nbsp;</strong><em>More space, sub-Rs 50 lakh price tag, and a BMW badge – enough said!</em></p>

<table cellpadding="1" cellspacing="1">
    <tbody>
        <tr>
            <td>
                <p><strong>Pros &nbsp;</strong>&nbsp; &nbsp;&nbsp;&nbsp; &nbsp;&nbsp;&nbsp;<br>
                    •&nbsp; Handling, Space &amp; BMW Badge Value</p>

            </td>
            <td>
                <p><strong>Cons</strong><br>
                    • Manual Steering Adjustment, No Rear Sunblinds </p>
            </td>
        </tr>
    </tbody>
</table>

<p>[/tab]</p>

<p>[/tabs]</p>

BMW iX1 LWB Review - Zeal Appeal

BMW X1’s electric LWB iteration is here to spice things up, offering X3-like space with a price tag of ₹49 lakh. Is it too good to be true?

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