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<p>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.</p>

<hr />
<p>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.</p>

<p>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.</p>

<p>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.</p>

<p>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.</p>


<p><i>What do the Falaknuma Palace and the Mercedes Benz S-Class have in common. Well, opulence of course! Here’s a closer look at both in their current forms.</i></p>

<p><em>Falaknuma</em>, literally, means a reflection of the sky, which seems to hold true for the magnificent palace that was our destination in Hyderabad, for it indeed was built to be a reflection of the heavens. Built in the 1890’s, the palace was the royal residence of the sixth Nizam of Hyderabad, who was reportedly at that time, the richest man in the world. Incidentally, this image conforms perfectly to our drive in the facelifted S-Class, for the S is clearly regarded as the top cloud of luxury cars.</p>

<p><b>Motoring royalty</b></p>

<p>Mercedes claims that the S-Class ‘is the best car in the world.’ Well, regardless of whether you agree or not, the fact remains that, for a very long time now, the S-Class has remained the benchmark and the sales leader in its segment across the world. Even from a social perspective, driving an S-Class is clearly perceived to be a stamp of your success in life. It’s true that part of this credit goes to the blue-chip brand value of the three-pointed star. Still, we must remember that for most successful individuals, and even heads of state in many cases, the S-Class remains the gold standard when it comes to choosing a set of wheels.</p>

<p>The new car, then, clearly has big shoes to fill – and, as far as its design is concerned, it fills them quite well. It features minor changes to its front and rear design with new bumpers, a bigger grille and slightly tweaked headlamps. There wasn’t much to do in any case, for the outgoing S-Class still looks quite fresh. But the minor changes that have been undertaken work very well indeed. The bigger grille and extra chrome work on the front give the car decent road presence, and the face that it’s over 5.2-metres in length only adds to this presence. An interesting design highlight on the car is the rather sharp character line that runs from the front fender till the rear door – it’s quite sharply defined and looks pretty good.</p>

<p><img alt="Mercedes-Benz S 350d Front Lamp" src="/uploads/2018/03/Mercedes-Benz-S-Class-front-lamp1.jpg" /></p>

<p>The new car, then, clearly has big shoes to fill – and, as far as its design is concerned, it fills them quite well. It features minor changes to its front and rear design with new bumpers, a bigger grille and slightly tweaked headlamps. There wasn’t much to do in any case, for the outgoing S-Class still looks quite fresh. But the minor changes that have been undertaken work very well indeed. The bigger grille and extra chrome work on the front give the car decent road presence, and the face that it’s over 5.2-metres in length only adds to this presence. An interesting design highlight on the car is the rather sharp character line that runs from the front fender till the rear door – it’s quite sharply defined and looks pretty good.</p>

<p><b>Looking at the throne</b></p>

<p>A quick look at the interior of the new S-Class is enough to make you believe that no other car in its segment can top its opulence and design. With Mercedes’ reinvented design, superlative fit-and-finish and massive advances in the multimedia and features department, the interior is a true delight to spend time in. Pair that with the mood lighting, huge dual-digital displays that make up the centre console and driver’s instruments, and the S-Class’s interior is a brilliant place to lose yourself in for many hours at a stretch. The isolation from outside noises is also quite superb. With excellent seats, it’s a great car to be chauffeured in too of course – even more so now with the new massage function in the rear seats, which, to put it mildly, is amazing! The rear passenger, then – with the space, comfort, isolation from the outside world and excellent massage functions – truly gets treated like royalty. And this otherworldly experience of riding in the S-Class is further aided by the excellent 13-speaker Burmester sound system that offers sensational sound quality.</p>

<p><img alt="2018 Mercedes-Benz S 350d Interior" src="/uploads/2018/03/Mercedes-Benz-S-Class-interior1.jpg" /></p>

<p><b>Horses of the chariot</b></p>

<p>On the mechanical side – which, let’s be honest, not many owners worry about – the S-Class in regular trim is offered with a 3-litre diesel in the S 350d and a 3-litre turbocharged petrol in the S 450. We drove the S 350d, which offered excellent refinement. Heralding a new era in the Indian market, both the engines on the S-Class already conform to Bharat VI emission standards and are capable of achieving them even on the relatively lower quality fuel currently available in the Indian market – which indeed is quite a technological feat. The engine delivered power as smoothly as one would expect. The big change here is the new nine-speed transmission that now works perfectly fluidly and offers seamless shifts. Despite offering ‘only’ 282bhp in the diesel version, the S has more than enough poke for our roads – especially considering that the car will be chauffeur driven for a vast majority of the time. The ride comfort from the AIRMATIC air suspension, meanwhile, is quite sensational and deals with our roads like a magic carpet in comfort mode. You could switch to Sport mode to tighten the suspension and throttle response, but that just sounds silly for a car like the S – especially on our roads.</p>

<p>The other highlight on the new S is the bevy of safety features that it comes fitted with. With nine airbags, active steering assist – helping the driver to keep the car in its lane – active blind spot assist and many other very wisely thought through features, the S-Class is virtually like a fortress on wheels. It even has active safety systems to try and prevent pedestrians and cyclists in urban conditions from colliding with the car. However, given the chaos that prevails on our roads, a lot of these systems are still too advanced to be of any practical use in our country.</p>

<p><b>Loosening the purse</b></p>

<p>What’s certain, though, with the new S, and its refinement, build quality and features, is that Mercedes has laid down the gauntlet yet again in the luxury segment. The brand new Audi A8 will be out this year, but it’ll have its work cut out for it if it truly wants to challenge the S.</p>

<p>Just one final point – if you’re thinking of buying one, I should mention that prices for this level of luxury don’t come cheap. The car starts at Rs. 1.33 crore.<br />
<br />
Who said being on top of the world is cheap?</p>


Mercedes-Benz S 350d Review, First Drive

With the Mercedes-Benz S-Class, the German automaker has redefined the rules of travelling in opulence and luxury. Billed as the epitome of luxury, the luxury limousine gets an update to keep in line with the competition. Read on.

<p><em>For decades, the Mercedes S-Class has maintained its status as the gold-standard in its segment. But, with rising competition from the <a href="https://www.autox.com/reviews/car-reviews/audi-a8-l-india-review-first-drive-107457/">Audi A8</a> and <a href="https://www.autox.com/reviews/car-reviews/6th-gen-bmw-7-series-review-first-drive/">BMW 7 Series</a>, can the latest version of Mercedes’ flagship maintain its leadership?</em></p>

<p>There’s domination, and then there’s absolute, utter domination. When we talk about luxury sedans at the top echelon of the automotive market, there is one nameplate that stands out not just for its success, but for its continued success for decades now. Starting with the Mercedes 220, over six decades ago, the S-Class has virtually steamrolled its competition and continues to do so.</p>

<p>In fact, in 2016 it was, once again, the largest selling product in its category, selling over 300,000 units across the world. So, with the W222 generation of the S-Class being just four years old, what was the reason for Mercedes to enhance on it and launch a new version? Well, for once, there is the seven-odd year-old product life cycle of European cars. But, more importantly, there was the launch of a new BMW 7 Series and a soon-to-be-expected brand-new generation of the Audi A8. So, with the facelifted version of the S-Class, Mercedes has brought into the car a host of new technological features, as well as made improvements to the other qualities of the car.</p>

<p><img alt="2018 Mercedes-Benz S-Class Side Profile" src="/uploads/2017/07/2018-mercedes-benz-s-class-side-profile.jpg" style="height:336px; width:642px" /></p>

<p>To start with, design wise, the S-Class gets minor changes that lend a definitely freshened up look to the exterior and interiors of the car. So, you get new bumpers, front and rear, and upgraded lights too. The headlights now feature three streaks of LED daytime running lights, which is Mercedes’ new way of defining their saloons – the E-Class gets two streaks and the C-Class one. On the European-spec cars that we drove, there was also an amazing choice of alloy wheels, with a particular favourite of mine being the old school polished aluminium wheels fitted to the Maybach version. Hopefully, Mercedes India will offer some of these wheels in the Indian market too, instead of the frumpy ones currently offered on the S 350d.</p>

<p><img alt="Mercedes-Benz S-Class Interior" src="/uploads/2017/07/2018-mercedes-benz-s-class-interior.jpg" style="height:336px; width:642px" /></p>

<p>The interiors of the S-Class clearly remain class-leading (and that might only change when the new Audi A8 finally makes its debut), and the fit-and-finish and material quality on the car remains sublime. The two most impressive features of the interiors though are the large central display in front of the driver, which is not only legible, but has fantastic resolution. However, the COMAND multimedia system of Mercedes still remains a tad difficult and fussy to operate compared to BMW’s i-Drive system, at least. But, for me the highlight of the S-Class – despite its vast interior room, legroom included, has to be the seats fitted to the car. Phenomenally comfortable, superbly crafted with top-quality leather and stitching, the seats feel beyond what I could call premium – they feel top-quality luxury, as they should – and more importantly, for road warriors like me, they offer the most phenomenal massage system I’ve yet experienced in a car. Equipped with a variety of massage options – including heated ‘hot stone’ massages courtesy the heated seats and even armrests! – the massage functions of the seats are simply sublime. If you ever get to try an S-Class – and let’s be honest, few of us ever will – do try the variety of massages offered. It'll be an experience to remember.</p>

<p><img alt="2018 Mercedes-Benz S-Class Rear Seat" src="/uploads/2017/07/2018-mercedes-benz-s-class-rear-seat.jpg" style="height:336px; width:642px" /></p>

<p>Coming to the other end of things, there were three versions of the S-Class that we got to experience on our drive. First up, was the wrestler of the lineup, the S 63 4MATIC+, which features AMG’s latest 4-litre bi-turbo V8 engine. The engine in this trim produces 603bhp, and 900Nm of torque, which means, that despite the S-Class’ mass, the car moves and how. Think how going from 0-100 in 3.5 seconds would feel like in a car the size of a small city and you'll get an idea of its abilities. Throttle response, despite the turbos is instant and even more impressive is perhaps the gearbox, which offers fantastically quick gearshifts, both up and down. And equally attractive is the typical AMG exhaust soundtrack that provides enough heavy baritone, accompanied by crackles on up and down shifts to keep most enthusiastic drivers happy. I also particularly loved the steering wheel in the S 63 with its alcantara and aluminium combination, which gives it’s a feeling of sportiness and fine quality and is very satisfying to hold. With the standard all-wheel drive, putting power down in the S 63 was no problem, and the air suspension meant that on uncannily smooth Swiss and German roads that we were driving on, the car felt as comfortable as every other S-Class I’ve ever driven. However, the Indian versions of the S-Class will be rear-wheel drive only.</p>

<p>Next up was the S 560 with its 4-litre turbocharged petrol engine. We’re not sure if this engine will make it to India – Mercedes India is still debating which petrol engines to launch in India – but driving it, it kept the characteristics of a typical large V8 with seamless power delivery from its 463bhp and a muted V8 burble rearing its head when given some stick. However, the engine that we were most interested in driving was the S 400d, which features the same basic engine as the S 350d that will ultimately make it to India and will be biggest seller in our market. Powered by a revised version of the 3-litre turbocharged straight-six engine, the S 400 feels sprightly to drive, and the nine-speed transmission works well with the engine’s torque output. In this tune, the 400d features 335bhp, about an additional 80-or so horsepower over the engine expected to make it to India, and so performance is sprightly, and while the noise levels from the engine seeping into the cabin are slightly higher than the petrol version, the NVH still remains excellent. And so does its ride quality with the standard-fit AIRMATIC suspension and smaller wheels compared to the AMG version. However, we would need to drive the car once in Indian conditions before we can give a final verdict on that. However, to give credit where its due, even the current version of the S-Class rides brilliantly on our roads, and I would be surprised if that changes at all with the new car.</p>

<p><img alt="2018 Mercedes-Benz S-Class Rear" src="/uploads/2017/07/2018-mercedes-benz-s-class-rear.jpg" style="height:336px; width:642px" /></p>

<p>Lastly, there is also a plethora of technology that has been added to the new S-Class, this includes autonomous parking, lane assist, highway driving assistance modes, collision avoidance and many other features. We were taken to an airfield in Germany where the engineers from Mercedes demonstrated – in real time – how well the technology worked and how effective it was. While this was deeply impressive, to be honest none of these features – save for the auto parking – has any relevance for the Indian market. Given the chaos that prevails on our roads, expecting these systems to work reliably in our conditions is wishful thinking. And as an engineer familiar with Indian driving conditions said to me in a discussion, that he would be surprised if the electronics did not have a meltdown when trying to deal with Indian traffic, and I had no other option but to agree with him. Sad as it maybe, it is a stark reality of our driving conditions. However, to give credit where due, the progress and effectiveness of these systems – in the right conditions – is deeply impressive and makes one wonder how driving would be like in the next decade or so.</p>

<p>To sum it up then, the new S-Class takes what was already the product to beat in its segment and betters it significantly. The new technology, the material quality, the fit-and-finish and the luxury experience is deeply impressive and the new design touches refresh the car too. Given all that praise, the challenge now lies for the competitors of the S-Class to raise their game and beat the resident champion at its own game. As for me, if I could ever afford an S-Class, I would probably pick the S 63 AMG for its laughter inducing acceleration and till then keep dreaming about the massage functions of the seats and the bliss they provided me on my drive.</p>


Mercedes-Benz S-Class Review, First Drive

The Mercedes-Benz S-Class has been the benchmark in the segment for over a decade now. But, with the new BMW 7-series and Audi A8 in fray, things are getting a little too tight for the Mercedes. Let's see how the new one fares.

<p><em>It’s not quite the ‘Beast,’ used by the President of the United States, but the Mercedes-Benz S-Guard is the next best thing if you need virtually as much protection. How is it to actually drive though?</em></p>

<p>As I talk to one of the Mercedes engineers at the Buddh International Circuit just before the launch of the Mercedes-Benz S-Guard, he jokingly tells me that only villains and rich people really need this car – because a) only they can afford it, and b) they’re the only ones someone would want dead. Well, whatever be the case, the new Mercedes S-Guard is certainly among the top production armoured cars in the world.</p>

<p>To start with, it’s completely bullet proof – so, unless you have a bazooka, you can’t harm anybody inside the car with just a handgun (or even a machine gun for that matter). It’s also got underbelly protection from landmine blasts. Plus, it can withstand a couple of HG85 hand-grenades. If that isn’t enough, the car also gets its own external fire extinguishers. So, if the car is ever set on fire, it can immediately extinguish it. This standard of protection is called VR-9, and it’s the highest level of protection a civilian can ask for in an armoured car.</p>

<p>But all this protection means that the car is also very heavy – at a massive 4,160kgs of mass. Each door itself, fitted with 2-inch thick bullet-proof glass, weighs 200kgs. So, how would you expect a car that heavy to drive? Well, that’s what we were about to find out.</p>

<p><img alt="Mercedes-Benz S-Guard Rear Dynamic" class="alignleft size-full wp-image-53393" src="/uploads/2015/07/mercds-benz-S-Guard-driven-jul-2015-pic2.jpg" style="width: 642px; height: 336px;" /></p>

<p>Mercedes invited us for the launch of the car at the BIC, where we were also allowed to take it for a quick spin to see just what it could do. The first thing you need to know is that ordinary engineering can’t handle a car this heavy, so the S-Guard gets strengthened axles and tailor-made air suspension. To move this mass of steel, it also gets a 6-litre V12 turbo engine that produces 522bhp with a monstrous 830Nm of torque, mated to a 7-speed dual-clutch transmission.</p>

<p>The engine is sublime, and moves this massive mass of metal pretty effectively indeed. But once you let go of the throttle, the car doesn’t slow down in a hurry because it’s so heavy and carries a lot of momentum. You need to press down hard on the brakes, which are also incredibly powerful considering the bulk of the car.</p>

<p>When it comes to handling, the S600 isn’t bad at all. You can actually turn into sharp corners with great speed, and it maintains pretty good body control.</p>

<p>The S-Guard runs exclusively on Michelin PAX run-flat tyres that have a 28-kilometre range with zero pressure. The tyres also offer pretty good grip. However, when you really push through the corners, you do feel the weight and have to manage the speed to keep it all under control. Overall, it is pretty agile if you know what you’re doing – and it is possible to escape from danger if need be.</p>

<p>For a VVIP passenger though, the car is ultra comfortable and the interior is as luxurious as they come. Plus, the ride quality is brilliant – and, of course, it comes with a multitude of special features.</p>

<p>So, if you really need the protection, and have Rs.&nbsp;8.3 crores to spend, this is the machine for you. After all, you can’t put a price on your life – now can you?</p>


Mercedes-Benz S-Guard Review, Test Drive

The Mercedes-Benz S-Guard is here, and with a bulletproof body, own extinguishers, and an underbelly stronger than a landmine explosion's impact, it is perhaps the safest car on earth. But do you actually need it? Find out.

<p><em>In our first drive of the new S-Class, we reckoned that it was easily the best car in its segment. However, that version had a 450bhp petrol engine, while this is the more sober 255bhp diesel variant. So, does it still occupy its rightful place on the throne – despite the diesel?</em></p>

<p>I was completely smitten by the new S-Class when I drove it a couple of months ago, and I have to admit that this is definitely the car to buy in the connoisseur segment. After an in-depth of the petrol variant’s abilities not so long ago, I must confess that it’ll be a challenge for me to give you the low down on the S350 CDI without repeating myself.</p>

<p>Mercedes-Benz ensured that they left no stone unturned, and this is why the new S Class – in both petrol and diesel guise – is the best luxury car in its category. Starting from the design, to the interior quality, fit-and-finish, and equipment levels, it’s a car that’s a force to be reckoned with. The combination of luxury, ease of driving, and the lounge like cabin are simply a class apart – the current competition doesn’t even come close to this German leviathan.</p>

<p><img alt="Mercedes-Benz S350 CDI Side Profile" class="alignleft size-full wp-image-28274" src="/uploads/2014/07/driven-merc-benz-s-350-cdi-jul-2014-pic2.jpg" style="width: 700px; height: 375px;" title="Mercedes-benz S350 CDI" /></p>

<p>However, the new S350 CDI plays a far more important role in Mercedes Benz’s India lineup than the S500. The reasons are quite simple. Firstly, it costs far less than the petrol version, thereby widening the target set of consumers, and, secondly, in a country where luxury automobile customers are exclusively chauffeur driven, the S500 makes little sense to a buyer. So, expect the majority of sales of the S-Class to be of the diesel variant.</p>

<p>But, one valid question pops to mind, how is the diesel S-Class to drive when you do actually decide to get behind the wheel? Well, given how capable the chassis and suspension is, the S diesel is a very capable car to drive. The 3-litre diesel engine produces 255bhp and 620Nm, which means that despite its two-tonne plus weight, it still manages to hit the 100km/h mark in just 6.8 seconds, which is plenty quick. While the 7-speed automatic gearbox is still a bit lazy, with the large amount of torque and the flexibility of the engine, the diesel feels fast enough for our conditions. Sure, the diesel engine’s humming sound is hardly music to your ears like the V8 rumble of the S500, but, in most conditions, the engine is hardly audible inside the cabin. But, then again, it does also have the Burmester sound system, which contributes multi-fold in drowning out unwanted noise.</p>

<p>As far as the driving appeal goes, as one would guess that the S in CDI trim is more of a passenger’s car rather than a driver oriented one. Sure, the acceleration is more than adequate for everyday use, and the air suspension does wonders for the cars ride and handling, but, above all, the concentration of features is meant for the passenger rather than the driver.</p>

<p><img alt="New Mercedes-Benz S350 CDI Dashboard" class="alignleft size-full wp-image-28271" src="/uploads/2014/07/driven-merc-benz-s-350-cdi-jul-2014-pic5.jpg" style="width: 700px; height: 375px;" title="Mercedes-benz S350 CDI" /></p>

<p>Of course, the single biggest attraction of the S remains the fantastic passenger comfort and the rear seat room – and, to top it off, it comes with bucket loads of new features. The rear seats, even on this version, come with a massaging function – and, of course, acres of room. The rear mounted video screens have their own inputs, and come with wireless headphones. Above all, the S retains that all-important sense that the occupants are served with palatial levels of luxury and comfort.</p>

<p><img alt="2014 Mercedes-Benz S350 CDI Sunroof" class="alignleft size-full wp-image-28268" src="/uploads/2014/07/driven-merc-benz-s-350-cdi-jul-2014-pic8.jpg" style="width: 700px; height: 375px;" title="Mercedes-benz S350 CDI" /></p>

<p>So, safe in the knowledge that both versions of the S are highly capable, which one would I buy? Well, the natural reaction would be to choose the S500. But, honestly, this pipe dream is purely fictional – of course! Realistically speaking, then, the S350 CDI offers more than enough luxury for the best of us. And given the price tag – which is Rs. 30 lakhs less than the S500 – the diesel version of the S class is a no-brainer for even the most discerning luxury buyer.</p>

<p>[tabs]<br />
[tab title="MERC S350 CDI"]</p>

<p><strong>Engine</strong>: 2,987cc / 6 Cylinders /&nbsp;Turbocharged</p>

<p><strong>Fuel</strong>:&nbsp;Diesel</p>

<p><strong>Transmission</strong>: 7-Speed Automatic &nbsp;/ Rear-Wheel Drive</p>

<p><strong>Power</strong>: 255bhp @ 3600rpm</p>

<p><strong>Torque</strong>: 620nm @ 1800-2400 rpm</p>

<p><strong>Price:&nbsp;</strong>Rs 1.09 Crores (Ex-Showroom)</p>

<p>[/tab]</p>

<p>[/tabs]</p>


Mercedes-Benz S350 CDI Review, Test Drive

With the Mercedes-Benz S350 CDI, the Stuttgart-based automaker has left no stones unturned when it comes to delivering opulence. So, is the S350 sufficed for a typical S-buyer? Let's find out.

Mercedes-Benz S-Class [2018-2021] price starts at ₹ 13829607. Check specifications, features, mileage, colours, variants, images, FAQs, news, reviews, and videos.

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Mercedes-Benz

Mercedes-Benz S-Class [2018-2021]

A class apart

<p>The S-Class offers the ultimate level of luxury and is, in my opinion, the most elegant looking sedan out there. Love the ambient lighting in the new car.</p>


RightHandDriving

2925 CC

5980 CC

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

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

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

    
  
    
  


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

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

    
  
    
  


<h2>So, what’s under the hood?</h2>

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


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

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

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

    
  


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

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




<p>[tabs]</p>

<p>[tab title="<strong>Ferrari 12Cilindri Spider</strong>"]</p>

<p><strong>Engine:</strong> 6,496cc V12 (Dry Sump)  </p>

<p><strong>Transmission:</strong> 8-speed DCT</p>

<p><strong>Power:</strong> 819bhp </p>

<p><strong>Torque:</strong> 678Nm</p>
 
<p><strong>Acceleration:</strong> 0-100km/h 2.95 sec</p> 

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

<p><strong>Price:</strong>&nbsp;Rs 9.15 Crore Ex-showroom</p>

<p><strong>X-Factor:&nbsp;</strong><em>Supremely engineered. Stupendously fast. Stunningly beautiful.</em></p>

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

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

<p>[/tab]</p>

<p>[/tabs]</p>


Ferrari 12Cilindri Spider First Drive Review: Versatility in Verde

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

<p>&nbsp;</p>

<p>[tabs]</p>

<p>[tab title="<strong>2025 Ather 450X</strong>"]</p>

<p><strong>Motor:</strong> Permanent Magnet AC</p>

<p><strong>Battery:</strong> 3.7kWh</p>

<p><strong>Power:</strong> 8.4BHP</p>

<p><strong>Torque:</strong> 26NM</p>

<p><strong>Price:</strong> ₹1.87 Lakh (Ex-showroom Bengaluru)</p>

<p><strong>X-Factor:&nbsp;</strong><em>The most fun and feature-rich e-scooter</em></p>

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

			<p>•&nbsp; Smart Design</p>

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

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

<p>[/tab]</p>

<p>[/tabs]</p>


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.

<p>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.</p>

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<p><strong>Also Read:&nbsp;</strong><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></p>

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

<p>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;</p>

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

<p>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.</p>

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

<p>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.</p>

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

<p>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.</p>

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

<p>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.</p>

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

<p>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.</p>

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

<p>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.</p>

<h2>Drives Differently?</h2>

<p>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.</p>

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

<p>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.</p>

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

<p>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.</p>

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

<p>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.</p>

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

<p>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.</p>

<p>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.</p>

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

<p>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.</p>

<p><strong>Also Read:&nbsp;</strong><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></p>

<p>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.</p>

<p>[tabs]</p>

<p>[tab title="<strong>Honda Amaze</strong>"]</p>

<p><strong>Engine:</strong> 1,199cc / 4-Cylinder / Naturally-Aspirated</p>

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

<p><strong>Transmission:</strong> CVT / Front-Wheel Drive</p>

<p><strong>Power:</strong> 89bhp @ 6,000rpm</p>

<p><strong>Torque:</strong> 110Nm @ 4,8000rpm</p>

<p><strong>Price:</strong> ₹8.00 – 10.90 Lakh (Ex-Showroom)</p>

<p><strong>X-Factor:</strong> <em>It offers everything you need in your&nbsp;daily&nbsp;ride.</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, Safety and Space</p>
			</td>
			<td>
			<p><strong>Cons</strong><br />
			• Less exciting powertrain</p>
			</td>
		</tr>
	</tbody>
</table>

<p>[/tab]</p>

<p>[/tabs]</p>


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