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Founded in 1994, Mercedes-Benz India is a wholly-owned subsidiary of Daimler AG. Mercedes is also remembered by aficionados to be the first international car maker to introduce luxury cars in India. The brand is renowned for its reliability, heritage, robust build quality and its top-notch levels of luxury.

<hr />
The first-ever Mercedes-Benz car in India was the W124 Series E-Class launched in 1995. During this time, Mercedes-Benz was also in a joint venture with Tata Motors as the two brands had been mulling to manufacture commercial vehicles since 1954! However, in the year 2000, Tata Motors sold all of its stake in the venture to Mercedes-Benz India.

The Mercedes-Benz C-Class, GLC, GLE, GLS, CLA, E-Class, S-Class, CLS, C-Class Cabriolet, GLA, GLC, GLE, GLS, E-Class All-Terrain and V-Class form the brand’s product line-up in the country. The brand also has vehicles on offer from its performance arm – AMG. Mercedes produces cars at its Chakan plant in Maharashtra. All Mercedes cars’&nbsp;aforementioned models are brought in as CKD units and assembled at the plant.

As of May 2018, Mercedes-Benz India has more than 85 sales and service touchpoints across the country. While the company’s popularity and sales figures are steadily increasing over the years, future Mercedes-Benz car models are expected to bring with them higher levels of innovation, technology and driving a pleasure.

Mercedes-Benz car prices start from around 27.5 lakh rupees for the 2018&nbsp;A-Class. Mercedes-Benz car price listings can be found on the autoX website.

Mercedes-Benz makes a radical change in their highest-ever selling vehicle in India by focusing on the rear-seat passenger rather than the driver. So, with its extended wheelbase and enhanced luxury, can the new really E-Class tempt the Indian customer?

The E-Class holds a rather significant position in the Mercedes-Benz portfolio as far as India is concerned. Having been on sale in India for over two decades – the W124 E-Class was the first product that Mercedes sold in India upon their entry in 1996. This mid-size luxury saloon has sold over 35,000 units in the five generations that it’s been offered in India. Naturally, this makes the E-Class the highest selling product of all-time for Mercedes in India. So, as this – the tenth-generation E-Class – is launched, the stakes are high and the manufacturer can’t afford to mess up its bread-and-butter offering.

And so the boffins at Mercedes decided to change things around a bit. You see, for the Chinese market, Mercedes does produce a unique version of the E-Class that isn’t sold anywhere else in the world – a long wheelbase version. Now, if there is a similarity between the Chinese and the Indian market – and there aren’t many – it’s the propensity of luxury car owners to prefer being chauffeured around rather than driving themselves. So, for Mercedes it made perfect sense to launch a right-hand drive version of the extended wheelbase E-Class in India for its Indian customers. And, in doing so, India becomes the only right-hand drive market in the world to offer a long-wheelbase version of the E-Class.

<img alt="Mercedes-Benz E-Class Front Three Quarter" class="alignnone size-full wp-image-93223" src="/uploads/2017/02/new-mercedes-benz-e-class-review.jpg" style="width: 642px; height: 336px;" />

Visually, one has to appreciate the new design language that Mercedes has taken on in recent years. However, I’m not a fan of the one-design-fits-all approach that seems to now plague the sedan line-up of the brand. While the design itself is classy and lends the car serious presence, it requires an absolute anorak to differentiate between the C and E-Class at a glance. And even though I pride myself on my ability to identify even some of the rarest cars in the world, even I find differentiating between the two a tricky job.

The interior, though, feels like a place replete with top-notch quality and superb attention-to-detail. Right from the leather quality, to the leather lined dash and general fit-and-finish – it’s all class-leading. The interior design, shared with other sedans from the brand’s portfolio, is simple but very effective and suits the nature of the car. And special mention must go to the selectable mood lighting on the new E – it works exceptionally well and its integration into the whole interior design is superbly executed. Also, the new 12.3-inch central screen has superb resolution and graphics to match, with a 360-degree camera that works particularly well. Adding to this experience is the Burmester sound system – which produces 590 Watts of output from 13 speakers. In fact, with some Pink Floyd blaring, this is a car that I wouldn’t mind being stuck in traffic in. While being chauffeured, of course.

<img alt="2017 Mercedes-Benz E-Class Interior" class="alignnone size-full wp-image-93221" src="/uploads/2017/02/new-mercedes-benz-e-class-interior.jpg" style="width: 642px; height: 336px;" />

I just realised that we haven’t even touched on the most important aspect of this car – the space on offer! With a length of 5,063mm, an extension of 123mm over the standard car, the most remarkable feature of the car is the space available in the rear seat. So, being seated in the rear seat feels like sitting in a large armchair. Plus, the seats are adjustable. The recline angle can be adjusted by controls on the door – and you also get controls to slide the front passenger seat forwards or back to further enhance your seating comfort. Also, a special mention has to be made for the air suspension of the E, which truly redefines the word ‘Comfort’ – even on our dilapidated roads. So, even when dealing with broken and bumpy tarmac, the E delivers stunning ride quality despite its large 17-inch wheels. And in the Sport and Sport+ modes, the body control and the handling of the car sharpens up considerably – and the ride doesn’t suffer too much. But, given the nature of the car, we preferred to keep the car in Comfort mode and just waft to our destination in supreme luxury. Also, the air suspension on the E allows the car’s ride height to be raised when needed – which will be a big plus in our conditions.

Even though it’s targeted at the passengers, the new E still delivers a satisfying driving experience. The highlight of the new drivetrain is the new nine-speed automatic gearbox, which is leaps-and-bounds better than the old seven-speed unit. So, you get a smoother driveline with barely perceptible shifts – that are much quicker to boot. And the E350 comes as standard with steering wheel mounted gearshift paddles, which are immediate in their execution when used. The 3.0-litre V6 turbo-diesel engine also delivers a big wallop, with its 255bhp and 620Nm of torque on tap. Paired with the fast shifting ‘box, the 0-100 mark comes up in a mere 6.6 seconds – and, no matter the conditions, the car feels seriously fast with a flat torque curve that delivers fantastic mid-range grunt. Also, the NVH levels on the engine are superb – with barely any noise or vibrations creeping into the cabin.

<img alt="New 2017 Mercedes-Benz E-Class Rear Three Quarter Dynamic" class="alignnone size-full wp-image-93222" src="/uploads/2017/02/new-mercedes-benz-e-class-rear-three-quarter-dynamic.jpg" style="width: 642px; height: 336px;" />

So, the E-Class has many things going for it in its tenth generation. It features gorgeous interiors and ample space inside for its occupants. Pair this with the superb sound system, wonderful ride quality and solid performance from the big engine and it makes for a superb overall package. However, everything is not perfect – there are a few shortcomings. First is the exterior design of the car, which is, to be honest, a fine piece of work. But the problem is that it looks so similar to its C and S-Class siblings – so-much-so that it’s hard to differentiate between them. Secondly, while the new COMMAND entertainment system features Apple CarPlay and Android Auto, the menu controls with the Mercedes jog dial are a bit cumbersome and feel out-dated. Third is its size, which, at over 5-metres, means the E-Class is a quite a big automobile. Again, in our traffic conditions that can be a bit of a bother – especially if you plan on driving yourself. Given its size and mass, the E-Class – in this version at least – isn’t really much of a driver’s car. It feels a bit big and unwieldy at times, as our drive on the narrow streets of Goa showed.

However, when the engineers at Mercedes set out to design the long-wheelbase version, driving appeal was perhaps not as high on the priority list as passenger comfort. And when you view the product from that perspective, there’s little to criticize about the car. It feels like a proper luxury product, which has been loaded to the gills with cutting-edge equipment and spending time in it is a truly luxury experience – as well it should be.

So, if you’re looking for a driver’s car, look elsewhere. But if you’re the stereotypical E-Class customer in India, the new car ticks virtually all the boxes that you could ask for in a luxury car. And though it’s expected to be priced at a premium compared to its competitors, the E-Class, as of now, remains the luxury car of choice in its segment. That just leaves one conundrum – with the rear seat now nearing S-Class levels of space and features, this makes justifying the premium for the larger sedan a tad difficult. The reality, though, is that whether you choose the E or upgrade to the S, Mercedes-Benz India will be laughing all the way to the bank either way.

https://www.youtube.com/watch?v=HQZSMxn9W6E

Mercedes-Benz E-Class Review, Test Drive

The  Mercedes-Benz E-Class has always been the pioneer when it comes to luxury mobility. With the update, the German automaker has shifted its prime focus towards comfort by extending the wheelbase. So, does it affect the driveability of the Merc? Let's look into it.

With the whole E-Class line up getting an upgrade, the convertible too goes under the knife. We take a look at what the upgrades mean for this stylish four-seater.

Convertibles have traditionally had little acceptance in the Indian market – blame our weather and civic conditions for that – and their limited practicality means that they’ve been largely confined to a very small niche. The reasons are not difficult to understand. The extreme weather in most parts of the country, along with the lack of civic sense in our populace, means that a journey in a convertible with the top down can, at times, be a bit of a harrowing one.

However, as a third or fourth car in a family, where the daily driving duties are taken care of with a sedan or an SUV, a large four-seat convertible can be a good addition for the occasional Sunday morning drive – when the traffic is sparse and the weather is enjoyable. And it’s here that the E 400 holds more appeal than a two-seat convertible. Not only does it offer a relatively decent amount of space for four adults – albeit long journeys for passengers in the rear could get a little uncomfortable – but the more relaxed tuning of the suspension makes it far more usable than a traditional two-seat sports car.

<img alt="2015 Mercedes-Benz E 400 Cabriolet Interior" class="alignleft size-full wp-image-53653" src="/uploads/2015/07/mercds-benz-E-400-jul-2015-pic2.jpg" style="width: 642px; height: 336px;" />

The aim of the E 400, essentially, is to be an attractive machine – one that can be used for short trips, while enjoying its compliant suspension and reveling in its visual appeal. And it’s here that the car delivers very well. The interiors are quite nice too – if not a little too similar to a regular E-Class. The front offers ample space, while the access to the rear seats is quite easy – especially when the roof is folded away. The suspension offers usable ride quality, and there’s also enough ground clearance for everyday use as long as the roads aren’t completely broken.

Like the rest of the E-Class range, the E 400 gets visual updates as well – with the car now featuring single piece headlights, unlike the twin-beam setup previously. Plus, the headlights are now LEDs as standard. Similarly, the tail lights now also feature LEDs, and both the front and rear bumpers have been given design tweaks. Along with the soft-top, which is now in a contrasting colour, the E 400 has more road presence and looks a far cleaner design compared to the older car.

The engine of the E Cabrio also receives an upgrade. The car is now powered by a 3-litre twin-turbo V6 petrol mill that produces 329bhp and 480Nm of torque. This is a significant upgrade from the 272bhp 3.5-litre engine in the earlier version. As a result, the E 400 is now much faster, with the 100km/h mark coming up in a claimed 5.3 seconds (we didn’t bother to test it – we were too busy with the wind in our hair). Suffice to say, the engine is quite a capable unit – delivering linear power with excellent NVH levels. The seven-speed gearbox, however, remains the weakest link – as it still delivers slow shifts that are not intuitive enough when left to its own devices.

One particular disappointment, though, appears to be the fact that the body structure doesn’t seem to be strong enough to handle our road conditions. On particularly bad stretches, you can actually feel the structure flex to quite a degree – it can even deliver the occasional squeak.

Overall, though, the E 400 is the perfect car for that lazy Sunday drive with the top down. And given the lack of products offering this level of space, practicality and presence, this car offers perhaps the most complete – but not perfect – package for that customer looking for a usable convertible. So, if you’re looking for something comfortable and stylish for occasional use, the E 400 makes a good case for itself. But if you’re looking for something sporty, look elsewhere.

<img alt="New Mercedes-Benz E 400 Cabriolet Rear Dynamic" class="alignleft size-full wp-image-53649" src="/uploads/2015/07/mercds-benz-E-400-jul-2015-pic6.jpg" style="width: 642px; height: 336px;" />

[tabs] 
[tab title="Mercedes-Benz E 400 Cabriolet"]

Engine: 2,996cc / 6 Cylinders / Direct Injection / Twin-Turbocharged

Fuel: Petrol

Transmission: 7-Speed Automatic / Rear-Wheel Drive

Power: 329bhp @ 5,250-6,000rpm

Torque: 480Nm @ 1,600-4,000rpm

Price: Rs.78.5 lakhs (ex-showroom, Delhi)

[/tab] 
[/tabs]

Mercedes-Benz E 400 Cabriolet Review

It is really a festive season for Mercedes-Benz. After virtually updating all models of the E-Class, the convertible (E 400 Cabriolet) receives a nifty upgrade. Now, before we get to the driving part, let's see if you actually need one in our exorbitant conditions.

The BMW M5 is one of our favourite cars of all time. But the current generation faces stiff competition from its compatriot – the Mercedes-Benz E63 AMG. So, does the Merc manage to convert us?

Truth be told, this is my favourite type of machine – unassuming, yet confident, practical, spacious, and insanely powerful. There are no wings, gills, and spine-compressing suspension bits – just an abundance of comfort and speed. Now, who can argue with that?

The car that started this trend was the BMW M5 from the mid-80’s – the E28 in BMW-speak. But there are many who would argue that the current M5 has become too grown-up – too refined. Moreover, the M5 now has some serious competition in the form of its compatriot – the <a href="https://www.autox.com/new-cars/mercedes-benz/amg-e63/">Mercedes-Benz E63 AMG</a>.

Truth be told though (once again), the M5 is one of my favourite cars of all-time. So, can the current E63 really compete with years of adulation – after all, that’s a lot to live up to? Well, the only way to find out was to bring it to the BIC, and see if it could powerslide all the way around a lap!

Since we’re on the topic, I should point out that the E63 is by far the easiest car to powerslide this side of the Bavarian Alps. Despite the fact that the 6.2 litre naturally aspirated V8 has been swapped for a more efficient, yet still insanely powerful, bi-turbo motor producing 557 horses and 720Nm of torque, the throttle response is still epic. Perhaps at low revs it’s not quite as urgent as the 6.2 litre motor would be, but once you’re on the throttle you can simply modulate your right foot at will to determine the angle of the rear end and length of the slide.

<img alt="Mercedes-Benz E63 AMG Interior" class="alignleft size-full wp-image-22220" src="/uploads/2014/01/bic-track-test-jan-2014-pic2.jpg" style="width: 700px; height: 375px;" />

On top of that, the chassis is completely neutral while the steering is incredibly precise. I can’t believe I’m saying all this about a Mercedes E-Class, but it’s all true – surprising as it may be. In fact, what’s most surprising is the fact that the E63 feels lighter on its feet than the M5 – more willing to change direction. 
Sure, the M5 has more grip and feels more surefooted and precise, but it’s the E63 that’s more fun to pilot around the BIC – shock, horror!

Somehow, you feel the girth of a two-tonne luxury car more in the current-gen M5 than you do in the E63. Yes, the M5 turns into corners with more composure, and grips better as you put the power down, but get it sideways and getting pointed in the right direction once again is decidedly trickier thanks to a more pronounced weight transfer than in the E63. Now, none of this will matter out on the road on a daily basis, but there is something else that will – and that’s the exhaust note! When <a href="https://www.autox.com/new-cars/bmw/">BMW</a> shifted from a fire breathing F1-derived 5.0 litre V10 to a (again, more economical, but still more powerful) 4.4 litre twin-turbo V8, it had to opt for high-tech trickery to create an engaging exhaust note.

You see, the folks in charge of acoustics at BMW have actually gone through the trouble of pumping in a synthesized exhaust note through the speakers in the cabin. And this is something that’s been a challenge for the AMG engineers in Affalterbach as well. After all, AMG Mercs have always had a signature wail that can be heard from miles away – it’s central to their appeal. So, a special team was set up to deal only with sound. And I can unequivocally say that they’ve succeeded in their task of retaining the aural pleasure of these Monster Mercs – something that BMW failed to do with the M5.

<img alt="New Mercedes-Benz E63 AMG Virtual Cockpit" class="alignleft size-full wp-image-22219" src="/uploads/2014/01/bic-track-test-jan-2014-pic3.jpg" style="width: 700px; height: 375px;" />

There is one aspect, however, where the M5 clearly leads the AMG – and that’s with the transmission. The 7-speed dual-clutch transmission in the M5 just works better than the AMG Speedshift 7-speed sports transmission – also a dual-clutch mind you. Having said that, the gearbox in the E63 works better than the same unit in the more powerful SLS AMG, but you still have to ensure that you pull the paddle well before the rev needle approaches the redline – otherwise you run the risk of the limiter cutting in and (figuratively) rapping you on the knuckles.

The E63 we had at the track for this feature was the same one that was used a few days previously in the NDTV Car &amp; Bike Awards jury round. Audi racing driver, Aditya Patel, is one of the jurors and he took quite a shine to the E63 – so much so that he spent much of the day converting the rear tyres to smoke. So, the car that we had at the track was struggling to slow from high speed and also lacking some much-needed rear end grip – to the extent that when braking in a straight line and downshifting, the rear end would squirm as each lower gear was engaged.

Despite the lack of rear end grip and stopping power though, we managed a lap time of 2:26.4, which is just a second slower than the M5. The more pertinent gauge, however, is the one that reads ‘fun factor’ – and on that measure the E63 scores full points. It is, very likely, the most entertaining luxury sedan on the planet. And the ‘luxury’ tag is a real one at that. Proof of this comes every time you go around a corner and find that the bolstering of the sports seats adjust to ensure that you stay firmly in place as you enjoy a lurid slide. If that isn’t luxury, I don’t know what is! I may not be able to afford an E63, but I’d certainly like to know how to install one of these seats in my regular road car.

If I did have 1.3 crores burning a gaping hole in my pocket though, I wouldn’t buy a sports car because they just aren’t that usable on our streets – perhaps if I had a date at the BIC every month. No, I would get myself one of these epic sedans – since they so much more versatile, not to mention understated. And (surprise, surprise) I wouldn’t get an M5 after all – I would get myself one of these. There, I said it!

[tabs] 
[tab title="Mercedes-Benz E63 AMG"]

Engine: 5,461CC / V8 /32 VALVES / Bi-Turbo

Fuel: Petrol

Transmission: 7-SPEED Dual Clutch&nbsp;Transmission / REAR-WHEEL DRIVE

Power: 557BHP @ 5250-5750 RPM

Torque: 720NM @ 1750-5000RPM

Accelerat ion: 4.2 seconds

Price: Rs.1.29 Crores (Ex-showroom, Delhi)

Video: Mercedes E63 sideways around the BIC

https://www.youtube.com/watch?v=cD61A1AMnUM

<img alt="Track Facts" src="/uploads/2014/01/bic-track-test-jan-2014-pic8.jpg" style="width: 700px; height: 375px;" title="bic-track-test-jan-2014-pic8" />

<div class="specificationswidget7">&nbsp;</div>

<div class="widget-inner">CURRENT TEST
MERCEDES-BENZ E63 AMG 
Lap Time: 2:26.4 | Top Speed: 244 (Km/H)
</div>

Mercedes-Benz E63 AMG Review, Test Drive

The key rival to the BMW M5, we took the Mercedes-Benz E63 AMG for some blistering laps around the BIC to see if it can convert my Beemer-biased heart to a Merc affectionate. Read on.

Mercedes-Benz E-Class [2017-2020] price starts at ₹ 5907585. Check specifications, features, mileage, colours, variants, images, FAQs, news, reviews, and videos.

Mercedes-Benz India launches Brand Tour initiative

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Mercedes-Benz

Mercedes-Benz E-Class [2017-2020]

Amazing Experienced with Mercedes-Benz E-Class

Being the owner of Mercedes Benz E class is the pleasure in itself and it is extremely amazing experienced to buy my first Mercedes from Emerald Mercedes. They offered me high-quality services and helped me out tremendously. I enjoyed the entire experience very much. I&#39;m very cheerful and propose everyone to buy your Mercedes cars from Emerald Mercedes, Ahmedabad.

RightHandDriving

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3982 CC

Brand Tour focuses on reaching out to newer audiences in potential markets where Mercedes-Benz doesn’t have a direct presence through an outlet.

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Strengthening its outreach to the emerging Tier II and Tier III cities, Mercedes-Benz India, has announced the launch of its customer centric programme, called Mercedes-Benz Brand Tour.

The initiative will enthral the participants by offering a comprehensive brand experience and showcasing its complete product portfolio, test drives, off-roading, Mercedes-Benz Certified and flexible financial services - to name few.

The locations of Brand Tour is selected strategically based on demand and growing fondness for luxury consumption in the upcoming cities of India. Brand Tour will have all elements of a regular showroom such as branding and audio-visuals, which will intrigue consumer interest at the venue. The customers will be able to experience off-roading and the key features of Merc’s SUVs. They can also experience the pre-safe feature of Mercedes-Benz sedans - C-Class and E-Class.

Speaking on the occasion, Roland Folger, Managing Director and CEO, Mercedes-Benz India said, “Customers are at the focal point of every Mercedes-Benz business strategy and it’s imperative that we evolve our customer centric approach in our endeavour to reach out to a wider customer base. Mercedes-Benz Brand Tour is one such concept that is crafted to extend our growing footprint to the largely untapped Tier II &amp; III emerging markets and provide the customers in these markets, who do not have easy access to a Mercedes-Benz showroom in their vicinity, a unique platform to experience a luxury marquee like Mercedes-Benz”.

Merc’s Brand Tour has already travelled to Jalgaon, Agra and Salem till date, and is scheduled to visit Patiala, Kottayam, Shillong, Bhopal, Ahmednagar, Shimoga, Rajahmundry, Jodhpur and Kolhapur in future.

Brand Tour focuses on reaching out to newer audiences in potential markets where Mercedes-Benz doesn’t have a direct presence through an outlet. Strengthening its outreach to the emerging Tier II and Tier III cities.

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

Well, since July 2013 to be exact – that’s the last time I drove a Ferrari V12 convertible. And it just so happens that the Ferrari 12Cilindri is the spiritual successor of this very machine – a 1971 365 GTS, the Daytona Spider, which directly inspired the styling of the front-end of this machine.
 
 
 
At the time, even in my wildest dreams I couldn’t have possibly imagined that over a decade later, on the 16th of April 2024, Ferrari would ensure that the lineage of the front-engined V12 GT would endure, thanks to the 12Cilindri.<img src="https://images.autox.com/uploads/2025/03/1741785060147-1jvd-Ferrari-12Cilindri-Spider-Front.webp" alt="Ferrari 12Cilindri Spider-Front.jpg" style="width: 100%; height: auto;">

And I certainly couldn’t have predicted that I would be at Maranello on that fateful day, when both the Berlinetta and Spider would be unveiled to an unsuspecting bunch of motoring journalists from across the globe. But that was just the unveil. This would finally be my chance to get behind the wheel – here in Cascais in Portugal, on the western most tip of the European continent.<img src="https://images.autox.com/uploads/2025/03/1741784879542-zhk3-Ferrari-12Cilindri-Spider-infotainment-screen.webp" alt="Ferrari 12Cilindri Spider-infotainment-screen.jpg" style="width: 100%; height: auto;">The 12Cilindri Spider was kitted out in its launch livery of Verde Toscana, which was offset perfectly by the black contrasting trim. And, to my eyes, it’s an absolutely stunning machine – a design that, for some reason, the pictures simply do no justice! It’s clean and elegant, while being muscular and curvaceous at the same time. There’s a timelessness to the design, and I personally think it’ll age very well indeed.

 
 
 
 


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

Well, the name is a dead giveaway – the car is pronounced Dodici Cilindri, which literally translates to 12 cylinders in Italian. The engine was so important to this machine – so central to Ferrari in fact – that they decided to name this car after its engine configuration. You see, across the industry, engines are either being downsized and turbocharged or hybridised, or both, so the idea of a naturally aspirated V12 is not just truly alluring but also incredibly courageous from the Prancing Horse. <img src="https://images.autox.com/uploads/2025/03/1741784948629-7w76-Ferrari-12Cilindri-Spider-Rear-View.webp" alt="Ferrari 12Cilindri Spider-Rear-View.jpg" style="width: 100%; height: auto;">Now that’s not to say that Ferrari hasn’t also gone down the turbo and hybrid route already – in fact, with its performance flagship, the SF90, it’s attached a pair of turbos to a V8, not to mention added a battery pack and a set of motors to give it 1,000 horsepower and all-wheel drive. Meanwhile, in the achingly beautiful and spectacularly fast 296, it’s even gone down the V6 route (which is also turbocharged and hybridised) for the first time since the Dino in the 60s. And, of course, it’s also heading down the EV route, with its first all-electric supercar that will be revealed later this year.But Ferrari also wants to retain the essence of its GT cars from the 50s and 60s, which is where the 12Cilindri comes in. And so, this successor to the 812 Superfast gave up its ultimate performance throne to the SF90 and instead embraced its GT roots to make the most of the V12 under the bonnet – which can be both incredibly refined but also insanely explosive, depending on what you do with your right foot.

 
 
 
 


<h2>So, what’s under the hood?</h2>

Now, we’ve been over the specs before, but it bears repeating – it’s a 6.5-litre V12 that produces a scarcely believable 128bhp per litre for a total power output of 818bhp at 9,250rpm and 678Nm at 7,250rpm. It redlines at, brace yourself, 9,500rpm, and it’s so incredibly smooth, plus it revs so fast thanks to its titanium conrods, that you can get up to the redline and not even know it unless you’re looking at the digital tach on the instrument cluster.<img src="https://images.autox.com/uploads/2025/03/1741784971851-vk7o-Ferrari-12Cilindri-Spider-1.webp" alt="Ferrari 12Cilindri Spider-1.jpg" style="width: 100%; height: auto;">Yes, it reaches 100km/h in 2.9 seconds and 200km/h in 7.9 seconds from a standstill, but it also has a cabin outfitted with the finest handstitched Italian leather and all the tech you can possibly imagine. It gets three displays – one for the instrument cluster, one for the central screen, where you can connect your phone, and the third is a passenger screen integrated into the dash, so your unsuspecting co-driver can keep an eye on the revs as he or she hangs on for dear life.
 
 
 


Of course, in true Ferrari fashion, it’s got massive gear shift paddles mounted to the steering column – as opposed to onto the steering wheel – which is just how I like them because you always know where they are. The steering wheel has wiper controls and indicator buttons, as well the famous Manettino switch, which you use to control the driving modes. But it also has a very innocuous button on a panel off to one side of the steering wheel that’s marked HELE, which stands for ‘High Emotion, Low Emission.’ That’s Ferrari-speak for the Auto Start-Stop button. Most cars would have an ‘A’ inside a circle, but that just wouldn’t do on a Ferrari. But the thing is that it’s not contrived in the cabin of this car. It’s simply a result of the Ferrari mindset of passion and precision. Of course, they strive for absolute performance and aim for perfection, but at the heart of every decision is emotion – the emotion it evokes when you interact with the machine. And you get a sense of that ethos from everyone who works at Maranello, regardless of whether that person is in his or her first week or a veteran who’s been there for decades.
 
 
 
<h2>So, what’s it like from behind the wheel?</h2>

Well, I would love to tell you that I spent my time in the 12Cilindri Spider bouncing off the 9,500rpm rev limiter, but in fact we were met with a torrential downpour that felt less like Southern Europe and more like South Mumbai in the monsoon. But what these conditions did was usher in a complete revelation in terms of just what this Ferrari GT is capable of.

You would imagine that an 800+ horsepower rear drive beast would be a terrifying experience in the pouring rain – especially on the tight and twisting coastal roads of Portugal, but in in truth, with the Manettino set to ‘Wet,’ it was almost as docile as a Fiat Panda. But the minute you bury your right foot into the carpet, it quickly turns into a thoroughbred stallion – but never a bucking Bronco. You can see the traction control button flashing away on the dash as you try and overwhelm the rear tyres, but the electronics are so well calibrated that it modulates the power perfectly to match the prevailing levels of grip. Sure, you can always get in over your head with that much power on tap but show a little restraint and the 12Cilindri will humour and entertain you in equal measure.<img src="https://images.autox.com/uploads/2025/03/1741785017763-ioei-Ferrari-12Cilindri-Spider-Rear-Three-Quarter.webp" alt="Ferrari 12Cilindri Spider-Rear-Three-Quarter.jpg" style="width: 100%; height: auto;">Of course, any opportunity I got between the near incessant showers, I dropped the top to hear that V12 howl. Sure, it’s slightly muted because of a pair of catalytic convertors and petrol particulate filters, but in ‘Race’ mode, with the flaps in the exhaust open, it’s enough to make your hair stand on end and send chills down your spine. But, really, what stands out in this car is its sheer poise and balance. No one does cohesion quite like Ferrari. Sure, a lot of manufacturers do power and speed quite well, but no one does it with this much style and finesse.<img src="https://images.autox.com/uploads/2025/03/1741785044538-hxid-Ferrari-12Cilindri-Spider-Side-Profile.webp" alt="Ferrari 12Cilindri Spider-Side-Profile.jpg" style="width: 100%; height: auto;">

 
 


So, what you’re getting in the 12Cilindri is a level of performance &amp; style mated to a versatility &amp; usability that’s simply unmatched. You get bragging rights and the ultimate tech of course, but what really sets this machine apart is its breadth of capability, which is in a league of one. This really is a car that you can drive cross-country to your favourite racetrack, have a blast at the limit, and then drive home again at breakneck speed – in true GT fashion.

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




[tabs]

[tab title="Ferrari 12Cilindri Spider"]

Engine: 6,496cc V12 (Dry Sump) 

Transmission: 8-speed DCT

Power: 819bhp 

Torque: 678Nm
 
Acceleration: 0-100km/h 2.95 sec 

Fuel: Petrol 

Price:&nbsp;Rs 9.15 Crore Ex-showroom

X-Factor:&nbsp;Supremely engineered. Stupendously fast. Stunningly beautiful.

<table cellpadding="1" cellspacing="1">
	<tbody>
		<tr>
			<td>
			Pros &nbsp;&nbsp; &nbsp;&nbsp;&nbsp; &nbsp;&nbsp;&nbsp; 
			•&nbsp; As fast &amp; versatile as anything ever conceived. 

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

[/tab]

[/tabs]

Ferrari 12Cilindri Spider First Drive Review: Versatility in Verde

We drove a naturally-aspirated V12, convertible Ferrari offering maximum involvement but a torrential downpour threatened to spoil the party.

We were quite eager to&nbsp;get our hands on this bike since it was first teased at&nbsp;<a href="https://www.autox.com/news/bike-news/eicma-2024-top-india-bound-motorcycles-to-watch-out-for-118832/">EICMA</a>. The <a href="https://www.autox.com/reviews/bike-reviews/ktm-390-adventure-review-first-ride-107195/">old 390 Adventure</a> was a blast, don't get me wrong, but it had its quirks, especially when pushed off-road. After spending six months commuting on the Royal Enfield Himalayan, I was curious to see how this new KTM stacked up. Well, we recently had the opportunity to thoroughly ride and test it, and let me tell you that it's a significant leap forward. This isn't just a refresh; it's a full-fledged evolution.<div style="width: 100%; height: auto;" class="post-image">
 <img src="https://images.autox.com/uploads/2025/02/1740405360146-iso3-KTM-390-Adventure-Web-5.webp" alt="KTM 390 Adventure Web 5.jpg" style="width: 100%; height: auto;">
 </div>
 <h2>KTM 390 Adventure First Ride Review: Design and Quality </h2>Let's talk about the design first. It's definitely going to spark debate, but personally, I like it. That rugged rally-inspired Dakar vibe works in its favour. The tall windscreen and short front fender look the part, though I did notice a bit of wind noise from the Indian-spec number plate mount while riding, but it's a minor niggle.Also Read:&nbsp;<a href="https://www.autox.com/reviews/bike-reviews/kawasaki-klx-230-review-more-capable-than-hero-xpulse-200-and-re-himalayan-450-118831/">Kawasaki KLX 230 Review: More Capable Than Hero Xpulse 200 and RE Himalayan 450?</a>KTM has tackled some key issues. The 21-inch front and
17-inch rear spoke wheels with tubeless Apollo Tramplr tyres are a huge plus.
The WP Apex suspension is another standout upgrade, offering a noticeably more
compliant and capable ride. An India-specific tweak – the offset rear monoshock
– lowers the seat height to 830mm in the Adventure variant and 825mm in the
Adventure X. On top of that, ground clearance has been increased to a solid
237mm, addressing a major concern from the previous model.<img src="https://images.autox.com/uploads/2025/02/1740405472650-uxpi-KTM-390-Adventure-Web-13.webp" alt="KTM 390 Adventure Web 13.jpg" style="width: 100%; height: auto;">
 The pigmented body panels are a nice touch, promising better scratch resistance since they're painted during the moulding process itself. And the standard kit – knuckle guards, engine guard, and bash plate – is quite useful for off-road scrapes. The forged foot levers feel solid, and you can remove the rubber inserts for better grip while riding&nbsp;in the dirt. My only gripe? The flimsy all-plastic knuckle guards&nbsp;–&nbsp;they would have been much better with metal reinforcements.&nbsp;<img src="https://images.autox.com/uploads/2025/02/1740405792534-0shu-KTM-390-Adventure-Web-7.webp" alt="KTM 390 Adventure Web 7.jpg" style="width: 100%; height: auto;">The new bespoke ADV tubular trellis subframe – KTM claims
that it’s 10% more rigid – feels solid and enhances the bike’s overall
stability. Despite the weight dropping to 183kgs, the 14.5-litre fuel tank
remains unchanged. The overall fit and finish are excellent, offering a premium
feel throughout. The 5-inch bonded TFT screen, borrowed from the new 390 Duke,
is crisp, clear, and easily readable even in bright sunlight. <h2>KTM 390 Adventure First Ride Review: Ergonomics and Features </h2>The riding position is comfortable and upright – perfect for
long days in the saddle. The new KTM 390 Adventure feels large when you're off
it but seems to shrink around you once you get on and start moving. The
controls are intuitive, and the switchgear is easy to reach. Cruise control is
a welcome addition for highway stints, and the ride modes – Rain, Street, and
Off-Road – are simple to toggle through. A big plus is that ride mode settings
remain unchanged even after switching off the ignition – a thoughtful touch
indeed!
Phone connectivity and navigation feel slick, and the
voice-activated calling is a nice convenience. Unlike the Duke 390, which can
only receive calls, the 390 Adventure allows you to make calls directly from
the bike. Finally, the electronics suite – which includes cornering ABS,
switchable cornering traction control, Quickshifter+, and customizable ride
modes – works seamlessly to enhance both safety and performance.Also Read:&nbsp;<a href="https://www.autox.com/reviews/bike-reviews/royal-enfield-himalayan-in-depth-review-the-flying-sherpa-115536/">Royal Enfield Himalayan Review: The Flying Sherpa!</a><img src="https://images.autox.com/uploads/2025/02/1740405914040-dchb-KTM-390-Adventure-Web-1.webp" alt="KTM 390 Adventure Web 1.jpg" style="width: 100%; height: auto;"><h2>KTM 390 Adventure First Ride Review: Performance and Handling </h2>Now, let’s get to the good stuff – how it rides. The LC4c
399cc single-cylinder liquid-cooled engine is noticeably smoother, thanks to
the 5mm offset crank. It delivers better low-end grunt than the previous model
but still loves to be revved. Peak power kicks in 1,000rpm sooner, making it
more accessible.
That said, there’s still a noticeable lag before the bike
starts moving. I noticed that it stalled a couple of times when
setting off from a standstill off-road, but far less frequently than the old
bike.<img src="https://images.autox.com/uploads/2025/02/1740405943424-ag92-KTM-390-Adventure-Web-15.webp" alt="KTM 390 Adventure Web 15.jpg" style="width: 100%; height: auto;">Acceleration is brisk, with 0 – 60 km/h achieved in 2.6
seconds and 0 – 100 km/h in 6.2 seconds – both quicker than the previous
generation model. The improved mid-range power is quite evident, delivering
faster 30 – 70 km/h roll-on acceleration.
Cruise control, which activates above 20 km/h, performs well
on the highway, especially when paired with Quickshifter+, making for a smooth
and hassle-free touring experience.Also Read:&nbsp;<a href="https://www.autox.com/reviews/bike-reviews/2024-yezdi-adventure-first-ride-review-better-than-the-himalayan-117960/">2024 Yezdi Adventure First Ride Review: Better Than The Himalayan?</a>The bike’s heat management has improved, thanks to the
curved radiator and reprofiled shrouds that divert hot air away from the rider
– a definite and noticeable upgrade. The underbelly exhaust, with its claimed
400mm water-wading capacity, handles water crossings with ease, even when the
water level reaches the engine guards.<img src="https://images.autox.com/uploads/2025/02/1740406032170-z2yg-KTM-390-Adventure-Web-3.webp" alt="KTM 390 Adventure Web 3.jpg" style="width: 100%; height: auto;">The WP Apex suspension has received a significant upgrade,
offering a much more compliant ride, as it effortlessly absorbs bumps and rough
terrain. The adjustable open-cartridge system provides 30 steps of compression
and rebound adjustment at the front, 20 steps at the rear, and 10 steps of
preload adjustment at the rear, allowing for fine-tuning across various riding
conditions.
While the increased suspension travel is a welcome
improvement, I did notice the front forks bottoming out a couple of times
during intense off-road testing – enough to throw me off the line slightly. That
said, it’s a fair trade-off for the bike’s sharp on-road dynamics and a huge
improvement over the previous model’s overly stiff setup, which was a common
complaint.<img src="https://images.autox.com/uploads/2025/02/1740406059851-vvw3-KTM-390-Adventure-Web-4.webp" alt="KTM 390 Adventure Web 4.jpg" style="width: 100%; height: auto;">
 Off-road, the bike feels light, balanced, and predictable in
technical sections. Compared to the Himalayan, it’s noticeably sharper and more
responsive. The Apollo Tramplr tyres performed decently across varied on- and
off-road conditions. However, since we didn’t lower the tyre pressure when
going off-road, the front end lacked a bit of bite.
The brakes – a 320mm floating disc with a twin-piston calliper
up front and a 240mm rear disc with a single-piston calliper – are strong and
provide good feedback.Also Read:&nbsp;<a href="https://www.autox.com/reviews/bike-reviews/royal-enfield-himalayan-vs-triumph-scrambler-400x-115920/">2024 Royal Enfield Himalayan vs Triumph Scrambler 400X: Which is Better for Everyday Adventure?</a><h2>KTM 390 Adventure First Ride Review: Verdict </h2>So, is the new KTM 390 Adventure worth the hype? Absolutely.
It’s a complete and far more refined package. The improvements in engine
smoothness, suspension compliance, and overall capability are substantial. It
still retains the fun, hooligan character we love, but now it’s more versatile
and capable than ever.<img src="https://images.autox.com/uploads/2025/02/1740406224156-l0fz-KTM-390-Adventure-Web-6.webp" alt="KTM 390 Adventure Web 6.jpg" style="width: 100%; height: auto;">For
someone like me, who loves venturing off the beaten path, this bike is a
serious contender. It’s fun, capable, and feels right. While I’m still eager to
do a proper back-to-back comparison with its rivals, my initial impressions are
overwhelmingly positive. This is a true adventure bike that delivers on its
promises.

KTM 390 Adventure First Ride Review: It's Everything You Wanted, And More!

The wait is over. The 2025 KTM 390 Adventure is here, and it's a game-changer. We rode it, pushing it to its limits, and here's our honest take.

Ather introduced their revolutionary Magic Twist regenerative braking system with the 450 Apex, a limited edition model. Then they brought traction control with the Rizta and now, you get the best of both worlds with the updated 450X…and also the new Apex. I got a chance to test out the Magic Twist and the updated traction control system on the new scooter at a go-kart track and even on some off-road patches. So, how good is the 450X now?

<iframe allow="accelerometer; autoplay; clipboard-write; encrypted-media; gyroscope; picture-in-picture; web-share" allowfullscreen="" frameborder="0" height="315" referrerpolicy="strict-origin-when-cross-origin" src="https://www.youtube.com/embed/n1zqFDNCeAE?si=8D0u5vi9QkL4qFhH" title="YouTube video player" width="560"></iframe>

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

The first thing I want to highlight is the multi-level traction control system. While the Rizta had a simpler on-and-off toggle, the new 450 scooters get multiple levels — Rain, Road and Rally. You can also completely switch it off if you want. As one would expect, the traction control system is the most active when you select Rain while Road is meant for daily usage.

Also Read:&nbsp;<a href="https://www.autox.com/news/bike-news/honda-activa-e-qc-1-bookings-commence-in-india-119454/">Honda Activa e, QC 1 Bookings Commence in India</a>

In the Rally mode, the traction control is a lot more lenient and it allows you to kick up some dirt. We tested the modes on some loose sand and it worked really well. There is an appreciable difference when testing the scooter in extreme conditions. While the 450X, does not really need a traction control system, it is good to see it nonetheless.

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

The 450X still gets the same 8.4bhp motor that is capable of producing 26Nm. It is still just as fun to ride and just as responsive too. Ather has introduced a new set of tyres from MRF&nbsp;with the updated scooters. These tyres have been developed specially for the 450 and are meant to offer more range while not compromising grip. And I must say, that I hardly noticed any issue with the grip from the new rubber. Combined with the new regen braking, this setup is claimed to substantially increase the real-world range of the scooter. As per Ather, the TruRange of the 3.7kWh model has gone up from 105km to 130km. That is a healthy boost and we will be eager to test it out when we have the scooter for a longer time.

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

What I do feel is a missed opportunity is that there is still no ABS. I think adding ABS over traction control would have been more useful. I did find myself locking the brakes a couple of times when on the track. While you may argue that people ride more gently on the road, let me remind you that the conditions out there can be rather unpredictable. Also, now that the 450X supports traction control modes and regen levels along with ride modes, I think that Ather should display them on the screen as well. This would help the rider in knowing what levels of various settings the scooter is in, rather than having to dig deep into menus.

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

Ather has not changed any aspect of the scooter’s design so it remains the same as before. There are, however, two new colour options available now - Hyper Sand and Stealth Blue. I particularly like the Hyper Sand colour options as it has a nice finish and looks rather refreshing. As a bonus, if you get this colour option, you will not have to worry about the scooter looking dirty because of the shade.

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

The new 450 scooters also get Atherstack 6 as part of the software suite. The instrument cluster is the same touch unit and is packed with features. However, the response is still lethargic when you use the map screen. There are noticeable stutters while you pan around. I also noticed that while most of the interface operation is smooth, there are the occasional hiccups and moments when the screen does not react as quickly.

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

Altogether, the 450X remains a smart and fast scooter that is more feature-rich than ever before. I feel the Magic Twist is a great addition and one that will find a lot of daily use. The traction control might be less useful but is a good safety feature still.

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

As for the pricing, it has gone up ever so slightly by Rs 6,400 for the base 450X and Rs 2,000 for the 450X with the bigger 3.7kWh battery pack.

Also Read:&nbsp;<a href="https://www.autox.com/news/bike-news/updated-ather-450s-450x-450-apex-launched-in-india-prices-start-at-rs-130-lakh-119474/">Updated Ather 450S, 450X, 450 Apex Launched in India; Prices Start at Rs 1.30 Lakh</a>

Similarly, the 450 Apex has also seen a mere increase of Rs 5,001 on the effective ex-showroom price in Bengaluru. And Ather is throwing in the Halo helmet with the Apex to make it more lucrative. Altogether, despite the price hike, the scooters remain smart and safe options to pick if you are looking for an EV in this segment. 
&nbsp;

&nbsp;

[tabs]

[tab title="2025 Ather 450X"]

Motor: Permanent Magnet AC

Battery: 3.7kWh

Power: 8.4BHP

Torque: 26NM

Price: ₹1.87 Lakh (Ex-showroom Bengaluru)

X-Factor:&nbsp;The most fun and feature-rich e-scooter

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

			•&nbsp; Smart Design

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

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

[/tab]

[/tabs]

2025 Ather 450X Review: The e-scooter for Rallying?

Ather is not sitting on its laurels and is taking every opportunity to make its 450 range as robust and high-tech as possible.

2025 Camry Hybrid First Drive Review: Luxury and Performance with 25kmpl

The new Toyota Camry Hybrid is a big step up from the last generation when it comes to looks, features, and how it drives, and it’s definitely for the better.

Honda was probably the last big carmaker in India to enter the compact SUV scene with the <a href="https://www.autox.com/new-cars/honda/elevate/">Elevate</a>. While their product is quite impressive, the late entry means they’ve already lost a big chunk of the market to rival brands occupying the compact SUV space for almost a decade. On the other hand, the sub-compact sedan segment has quite a different story to tell. The <a href="https://www.autox.com/new-cars/honda/amaze/">Honda Amaze</a> has been around for a while and has done pretty well. It’s the company’s best-selling model, which consistently drives solid sales numbers for <a href="http://www.autox.com/new-cars/honda/">Honda Cars India</a>. The issue now is that aside from commercial (cab) sales, the growing trend is towards SUVs, which means compact car buyers are increasingly gravitating towards those more rugged-looking machines instead of sedans. Perhaps, that's why we don't see many updates in the compact sedan category. Thankfully, after the segment leader Maruti Suzuki Dzire, the Honda Amaze has also received a significant update. The company calls it a next-generation (third-gen) all-new model. However, we were a bit sceptical about the claim until we got behind the wheel of the new Amaze.

<iframe allow="accelerometer; autoplay; clipboard-write; encrypted-media; gyroscope; picture-in-picture; web-share" allowfullscreen="" frameborder="0" height="315" referrerpolicy="strict-origin-when-cross-origin" src="https://www.youtube.com/embed/5R_56OP1n5c?si=YZft7Jkd5WfBpTyH" title="YouTube video player" width="560"></iframe>

Also Read:&nbsp;<a href="https://www.autox.com/news/car-news/new-honda-amaze-basic-signature-and-utility-accessory-packages-explained-whats-different-119309/">New Honda Amaze Basic, Signature, and Utility Accessory Packages Explained: What's Different</a>

<h2>Best-looking sub-compact sedan?</h2>

Now, the new Amaze, referred to by the company as the third-generation model, is based on the outgoing second-generation model, with some additional structural reinforcements. The wheelbase remains unchanged, and the side profile looks almost identical to its predecessor. The only noticeable changes are at the front and the rear. While wheels now get a machined design, it doesn't significantly alter the overall side appearance of the car.&nbsp;

<img alt="New Gen Honda Amaze Rear Design" src="/uploads/2024/12/New-Gen-Honda-Amaze13.jpg" style="width: 1280px; height: 720px;" />

The front has undergone a complete redesign, taking inspiration from the Elevate. Features such as a mesh front grille with a flatter design and headlamp clusters show clear SUV influences. Additionally, the revised bumper also includes redesigned fog lamp housings. Moving to the back, you might be surprised by how much it resembles the Honda City, especially with the new 3D LED tail lamp clusters. In fact, if you are driving behind the new Amaze at night, you could easily mistake it for the City. The rear design is neat and clean, with no unnecessary elements.

<img alt="New Gen Honda Amaze Side View" src="/uploads/2024/12/New-Gen-Honda-Amaze14.jpg" style="width: 1280px; height: 720px;" />

Overall, while the third-generation Honda Amaze resembles the second-generation model, it combines the Elevate’s front styling with the City’s rear look. Despite the limited attractiveness in the sub-compact sedan market, it remains arguably the best-looking option available in India, offering a proper three-box design characteristic of a true sedan.

<h2>A Better Experience Inside?</h2>

Inside, you may not immediately notice the changes, for the cabin layout is familiar. However, there are quite a few updates, like the newly designed dashboard, with an 8-inch floating touchscreen infotainment system. This setup supports wireless Android Auto and Apple CarPlay, which is pretty cool. Below the infotainment, you'll find HVAC controls taken from the Elevate.&nbsp;What's great here is that everything has proper physical buttons, especially for the infotainment shortcuts.

<img alt="New Gen Honda Amaze Interior" src="/uploads/2024/12/New-Gen-Honda-Amaze-11.jpg" style="width: 1280px; height: 720px;" />

I really like the presence of physical controls, for it means you don't have to take your eyes off the road as much while driving. The dashboard’s design has been refreshed too, featuring a sleek dual-tone look with an aluminium strip, which adds a nice touch. While the beige part might seem soft to the touch, it’s actually hard plastic. While there are hard plastics all around the cabin, they look and feel decent overall. The flimsy central console in the old Amaze was a big annoyance, but that’s been fixed in this new version. The touchscreen works well and connects effortlessly to your smart devices, with both Android Auto and Apple CarPlay. Plus, the interface is simple and user-friendly. For device charging, the Amaze includes two USB ports up front, a 12V socket in the front and rear, and a handy wireless charging pad. A nice feature of the charging pad is that you can turn it off with a dedicated button. It would’ve been nice if Honda had included a Type-C port too, since most new smartphones use Type-C cables nowadays.

<img alt="New Gen Honda Amaze Infotainment" src="/uploads/2024/12/New-Gen-Honda-Amaze-9.jpg" style="width: 1280px; height: 720px;" />

The steering wheel looks like it has been lifted from the Honda City but without the leatherette feel. Still, it’s loaded with controls for the infotainment, ADAS features, and the info display on the new instrument cluster, which feels pretty City-like. The cluster has a 7-inch TFT display for all the important info, along with a traditional needle for speed. The seats have been given a bit of a makeover with better bolstering, but the cushioning and fabric remain the same as before, even in the higher trims. They’re quite comfortable, though. Space management has always been a top highlight of the Honda Amaze, and the new model just adds to it. It's been widened slightly, adding extra room for rear-seat passengers and more boot space.

<img alt="New Gen Honda Amaze Rear Seat" src="/uploads/2024/12/New-Gen-Honda-Amaze-1.jpg" style="width: 1280px; height: 720px;" />

Space was never an issue with the Amaze; it easily fits four adults and up to five mid-size suitcases. You might wonder why there’s a problem fitting a fifth person, and that's because the Amaze finally comes with rear AC vents, which were much needed. However, those centrally-mounted vents can make legroom a bit cramped for the person sitting in the middle at the back. On the bright side, the cabin now cools down faster and better than before.

<h2>Drives Differently?</h2>

The driving experience of the third-generation Honda Amaze is again not a complete departure from the outgoing version, especially in terms of ergonomics. That, however, was not even a problem in the previous iteration. The steering wheel, driver seat, and foot pedals are excellently positioned, instantly offering you a comfortable driving posture. Coming to the drivetrain, the same 1.2-litre four-cylinder i-VTEC petrol engine is the sole option here, and it continues with the same 5-speed manual and CVT automatic gearbox options to choose from in all three trim levels. While most other brands have shifted to more economical three-cylinder configurations, the Amaze still offers the four-cylinder configuration, but the good thing is that it's slightly more refined. Now, we expected Honda to add a bit more punch to this drivetrain, but unfortunately, that's not the case. It continues to deliver about 89 horsepower and 110Nm of torque. Now, the power output here is pretty adequate for this kind of setup, but the torque could have been improved. Honda says that they have altered the tuning of the engine as well as of the gearbox a bit, but we didn't quite feel the changes. The engine still sounds strained when you press hard on the throttle pedal, but you don't quite feel inside the cabin, perhaps, because the overall structure is now more strengthened. Honda also seems to have reworked the insulation of the Amaze, for it filters out the engine noise and road harshness more effectively, offering a slightly quieter ride experience than before.

<img alt="New Honda Amaze Front and Side Design" src="/uploads/2024/12/New-Gen-Honda-Amaze-12.jpg" style="width: 1280px; height: 720px;" />

Now, coming to the gearbox, we drove the CVT version of the new Honda Amaze. This is probably the only car on the market with the smoother CVT gearbox, as most of the competition has shifted to AMTs, with the fun of paddle shifters whenever you need a manual downshift for overtakes or engine braking.

<img alt="Honda Amaze Gear Shift" src="/uploads/2024/12/New-Gen-Honda-Amaze-10.jpg" style="width: 1280px; height: 720px;" />

One thing that I was expecting in the new Amaze was a better suspension setup. However, it feels more or less the same as that of the outgoing model. The softer setup of the car gobbles all the road undulations without any hiccup at low speeds, but the high-speed damping and the stability beyond three-digit speeds remain questionable. Maybe that's another reason Honda is not even offering any more powerful drivetrain options. To be honest, this setup is near perfect for your daily city commutes as well as some occasional short weekend escapes, especially considering the enhanced safety kit of the new Honda Amaze.

<h2>The Most Affordable ADAS&nbsp;Car in India</h2>

Honda has enhanced the structure of the Amaze by incorporating 45 per cent high-tensile steel, reflecting their commitment to safety. The vehicle comes equipped with a range of safety features, including six airbags, ABS with EBD and Brake Assist, rear parking sensors, Hill Start Assist, Vehicle Stability Assist (VSA) with Electronic Stability Control, Traction Control, and ISOFIX-compatible rear seats. Additionally, all five passengers have access to seatbelts and head restraints, starting from the base V grade. The mid-level VX grade adds a rearview camera and a Lane Watch system, which provides a view of the side lane on the infotainment screen when the turn indicators are activated. This feature is particularly useful, as it helps minimise blind spots when changing lanes or directions.

<img alt="New Gen Honda Amaze Front Camera" src="/uploads/2024/12/New-Gen-Honda-Amaze-14.jpg" style="width: 1280px; height: 720px;" />

The standout feature of the new Amaze is in the top-end ZX grade, which starts at Rs 9.67 lakh (ex-showroom) for the manual transmission variant. It is now the most affordable car in India to offer an Advanced Driver Assistance System (ADAS) package. It includes Honda Sensing technology, which, in the Elevate SUV,&nbsp;has previously performed well in tests. This camera-based system includes features such as Collision Mitigation Braking, Road Departure Mitigation, Lane Keep Assist, Adaptive Cruise Control, Lead Car Departure Notification, and Auto High Beam. While these features enhance safety during forward motion, there is no ADAS support for reversing.

This is the first time a manufacturer has introduced a level-2 ADAS package in a car priced under ten lakh rupees, which is a significant milestone. Overall, these features contribute to making the Amaze a safer choice compared to many other options on the market. In fact, the Elevate, which uses the same Honda Sensing technology, was one of the top performers in our recent Mega ADAS test.

<h2>Next-gen or Facelift?</h2>

While the platform and drivetrain remain unchanged, we can't truly categorise this as a next-generation version. However, the numerous updates both inside and out, along with the addition of new features, make it much more than just a simple facelift. As mentioned earlier, it is arguably the best-looking car in its segment.

Also Read:&nbsp;<a href="https://www.autox.com/reviews/car-reviews/mega-adas-test-cover-story-exclusive-stories-118393/" rel="bookmark" title="Mega ADAS Comparison Test: Curvv EV vs Seltos vs Elevate vs Verna vs Astor vs XUV700 vs XC40 Recharge">Mega ADAS Comparison Test: Curvv EV vs Seltos vs Elevate vs Verna vs Astor vs XUV700 vs XC40 Recharge</a>

Honda has decided not to offer a base variant this time, perhaps, because&nbsp;sales patterns suggest that most customers opt for either the mid or top variants. For these variants, Honda has packed the new Amaze with features right from the starting point. Although it lacks certain luxury features like a sunroof or an automatic IRVM, it includes all the essentials and offers enhanced safety. Consequently, the Honda Amaze is a great value-for-money offering in the compact sedan segment.

[tabs]

[tab title="Honda Amaze"]

Engine: 1,199cc / 4-Cylinder / Naturally-Aspirated

Fuel: Petrol

Transmission: CVT / Front-Wheel Drive

Power: 89bhp @ 6,000rpm

Torque: 110Nm @ 4,8000rpm

Price: ₹8.00 – 10.90 Lakh (Ex-Showroom)

X-Factor: It offers everything you need in your&nbsp;daily&nbsp;ride.

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	<tbody>
		<tr>
			<td>
			Pros &nbsp;&nbsp; &nbsp;&nbsp;&nbsp; &nbsp;&nbsp;&nbsp; 
			•&nbsp;Design, Safety and Space
			</td>
			<td>
			Cons 
			• Less exciting powertrain
			</td>
		</tr>
	</tbody>
</table>

[/tab]

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New Honda Amaze First Drive Review: Next-Gen or Facelift?

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