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<p>At long last, the all-new BMW F 450 GS has arrived in India. Albeit, that’s a bit of a misnomer because the F 450 GS is made exclusively in India, for the world. However, the new twin-cylinder baby GS has now gone on sale in the country. And now it’s time to answer the most important question: is this the perfect GS for India? We got a little taster of the GS in and around Goa, so here’s what we think…</p>
<h2>BMW F 450 GS Review: Power Packed</h2>
<p>There’s no denying that it looks like a proper GS motorcycle; the dimensions and proportions are absolutely spot on: it looks stunning from all angles. The 450 GS sits on a wheelbase of 1,465 mm, which means it’s around 40mm longer than the GS 310. That said, it’s still a wee-bit shorter than both the Royal Enfield Himalayan &amp; KTM 390 Adventure.</p>
<p><iframe width="560" height="315" src="https://www.youtube.com/embed/eqxaBpCuwoo?si=Nnrt_ooes3p7l2jm" title="YouTube video player" frameborder="0" allow="accelerometer; autoplay; clipboard-write; encrypted-media; gyroscope; picture-in-picture; web-share" referrerpolicy="strict-origin-when-cross-origin" allowfullscreen=""></iframe>But this shouldn’t bother you because the GS, technically, is a league above those two. Not just in terms of mechanicals, but also in terms of design and overall build quality. This one is clearly inspired by the R 1300 GS. In fact, it feels like they put the 1300 GS into a photocopier and scaled it down to about 60%. It really is a miniature GS 1300, and I think it looks phenomenal.</p>

<p>

    <img src="https://images.autox.com/uploads/2026/04/BMW-F-450-GS-three-quarter-front-shot--1777198463853.webp" alt="BMW F 450 GS three-quarter front shot .png" style="width: 100%; height: auto;">
</p>
<p>Now, coming to the variants on offer, there are three: Base, Exclusive, and the top-end GS Trophy, the one we tested.</p>
<p>The base version is only available in a Cosmic Black colour scheme. It also doesn’t get a flyscreen, engine guard, or hand guards, so it looks quite basic. However, in terms of equipment, it gets a lot of goodies. You get a 6.5-inch TFT display, along with three riding modes, namely Rain, Road and Enduro. </p>
<p><img src="https://images.autox.com/uploads/2026/04/BMW-F-450-GS-Instrument-Cluster-(1)-1777198470241.webp" alt="BMW F 450 GS Instrument Cluster (1).png" style="width: 100%; height: auto;"></p>
<p>Heated grips are standard as well, and all three variants share the same engine: a 420cc inline-twin producing 47bhp and 43Nm of torque. The engine is paired to a 6-speed gearbox, which comes with a slipper clutch. Suspension duties are handled by a monoshock at the rear, adjustable for rebound, and a 43 mm upside-down fork at the front.</p>
<p>

    <img src="https://images.autox.com/uploads/2026/04/BMW-F-450-GS-Engine-1777198445057.webp" alt="BMW F 450 GS Engine.png" style="width: 100%; height: auto;">
</p>
<p>In terms of hardware, it rides on a 19-inch front wheel and a 17-inch rear wheel. Coming to the brakes, it gets a 310mm single disc with a four-piston calliper at the front and a 240mm disc at the back. These are common across all three variants.</p>
<p>Now, moving on to the Exclusive variant, it adds a flyscreen, hand guards, and a plastic engine guard. More importantly, it also gets a quickshifter and an additional Enduro Pro mode. These are essentially the key additions over the base version. However, even the Exclusive is only available in a single Cosmic Black shade.</p>
<p>

    <img src="https://images.autox.com/uploads/2026/04/BMW-F-450-GS-three-quarter-rear-shot-1777198418452.webp" alt="BMW F 450 GS three-quarter rear shot.png" style="width: 100%; height: auto;">
</p>
<p>Finally, we come to the GS Trophy version. This one looks the part: it gets the iconic GS Trophy livery with Racing Blue metallic paint, along with matching white accents on the hand guards and chassis. It also gets an aluminium bash plate and a tinted black flyscreen.</p>
<p>But more importantly, it adds two crucial upgrades over the other variants. First, you get fully adjustable sport suspension, meaning you can adjust both rebound and compression at the front. And second, it gets BMW’s new ERC, or Easy Ride Clutch.</p>
<p>Now, the ERC clutch is essentially a centrifugal clutch that automates the function of a conventional clutch. What that means is, you don’t really have to use the clutch when starting off or coming to a stop. It almost feels like an automatic, although you still have to shift gears manually.</p>
<p>



    <img src="https://images.autox.com/uploads/2026/04/BMW-F-450-GS-Exaust-1777198414336.webp" alt="BMW F 450 GS Exaust.png" style="width: 100%; height: auto;">
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<p>Even from a standstill, all you need to do is slot it into first gear and start rolling. And when you come to a halt, you just need to shift down: the system takes care of the rest. The clutch engages automatically at around 2700 rpm, and below that, it won’t let the bike stall.</p>
<p>In theory, it might sound a bit complicated, but in real-world use, it’s actually quite seamless.</p>
<h2>BMW F 450 GS Review: Light is Right</h2>
<p>The 420cc motor produces 47bhp and 43Nm of torque. On paper, those are respectable numbers, but the real highlight is how light the motorcycle is. That gives it a very impressive power-to-weight ratio, and you can immediately feel that on the move.</p>
<p>

    <img src="https://images.autox.com/uploads/2026/04/BMW-F-450-GS-(8)-1777198483905.webp" alt="BMW F 450 GS (8).png" style="width: 100%; height: auto;">
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<p>The engine has plenty of low-end grunt, which makes it very usable. Interestingly, BMW has gone with a 135-degree crank. Typically, parallel twins use a 180-degree setup, or sometimes a 270-degree crank to mimic a V-twin character. But this 135-degree setup is a bit unconventional.</p>
<p>Why did they do that? The idea was to combine the best of both worlds: to give it the character and sound of a V-twin, while retaining the smoothness of a 180-degree parallel twin. And out on the road, you can actually feel that balance.</p>
<p>

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

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

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

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

      
    
      
    


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

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

      
    
      
    


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

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

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

      
    
      
    


<p>However, I must be honest. This engine is ferocious. It’s incredibly snappy, and if you aren't careful with your throttle input and body posture, you’ll end up with an arm pump so severe you won’t be able to hold a glass of water for a week.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/04/Ducati-Desmo450-MX-switch-1776332548655.webp" alt="Ducati Desmo450 MX-switch.jpg" style="width: 100%; height: auto;">
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    </p>

<p>During my ride, I spent most of the time in Mode 1 with Ducati Traction Control (DTC) and Ducati Quick Shifter (DQS) engaged, and even then, it felt like I was holding onto a lightning bolt.</p>

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

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

      
    
      
    


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

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

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

<p>The bike comes with a Domino quick throttle, which only adds to its snappy nature. The moment you twist your wrist, the bike wants to leap forward and leave you behind. If you get the optional Bluetooth module, you can fine-tune these ride modes, but for this test, I stayed in Mode 1. Mode 2 is reportedly even more ferocious, and frankly, I just didn't have the guts or the skill level to go there.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/04/Ducati-Desmo450-MX-Motion-1776332539114.webp" alt="Ducati Desmo450 MX-Motion.jpg" style="width: 100%; height: auto;">
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    </p>

<p>At the BigRock Dirt Park, I found myself stuck in first gear for a lot of the technical sections. The irony is that the bike is at its most aggressive and difficult to manage in first gear. Once I built up enough courage to click it into second gear, the bike transformed. The power delivery became more linear, the suspension felt more compliant, and the engine braking became a tool, not a hurdle.</p>

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

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

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

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



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

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

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

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




<p>[tabs]</p>

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

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

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

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

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

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

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

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

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

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

<p>[/tab]</p>

<p>[/tabs]</p>

Ducati Desmo450 MX First Ride Impressions - Tiny Temper 

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

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

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

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

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







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







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

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

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

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

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







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

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

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



<p>[tabs]</p>

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

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

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

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

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

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

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

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

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

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

<p>[/tab]</p>

<p>[/tabs]</p>

Royal Enfield 450 Apex First Ride Impressions - Sharper Sherpa

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

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


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



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

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

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

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

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

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

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

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

<p>[/tab]</p>

<p>[/tabs]</p>

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

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

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

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

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

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

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

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

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

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

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

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

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

<p>[/tab]</p>

<p>[/tabs]</p>

Yamaha EC-06 First Ride Review: Hitting the Bullseye

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

<p>I was recently looking to pick up a new riding jacket, but I faced a common, frustrating issue – a lack of off-the-shelf options for my heavy build. Just to give you some context, finding gear that fits a 5'8", 112kg frame is usually a lesson in sheer exhaustion. I sit in that tricky ‘broad-built’ category where most international brands force a compromise – you either get enough room in the belly but end up with comically long sleeves, or you find the right sleeve length only to realise the zipper won't meet in the middle. After a tedious search, I stumbled upon the Lone Ranger Addon Pro Jacket. At Rs 5,200, this piece of kit promised a solution without compromising on safety.</p><p>I have been using it since February 2026, and it has been my constant companion through early-morning office sprints and those essential-for-the-soul weekend highway rides. For a jacket at this price point, the first thing that strikes is the build quality. The 600D Coated Polyester feels rugged and lacks the ‘flimsy mesh’ sensation that often plagues entry-level gear. It feels substantial – a bit heavy, perhaps, compared to some featherweight alternatives. But on the road, that heft gives me a real sense of security when I’m filtering through unpredictable peak-hour traffic.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/04/Lone-ranger-addon-pro-1-1776408879874.webp" alt="Lone ranger addon pro-1.jpg" style="width: 100%; height: auto;">
      </div>
    </p><p>What ultimately sealed the deal for me was the sheer volume of protection packed into the jacket. While most brands at this level make you pay extra for armour upgrades, the Addon Pro comes out of the box with full CE Level 2 protection, not just at the shoulders and elbows, but for the back and chest too.</p><p>It even features external shoulder sliders, which is a rare find in the budget segment. This safety-first approach, combined with massive mesh construction that moves air effectively even during (what feels like) endless summer traffic jams, makes it a versatile tool for the daily grind.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/04/Lone-ranger-addon-pro-2-1776408888653.webp" alt="Lone ranger addon pro-2.jpg" style="width: 100%; height: auto;">
      </div>
    </p><p>However, the "pro" nature of the fit means it leans toward a very snug silhouette. The fine-adjustment straps on the waist and arms allowed me to dial in the fit so the armour stayed exactly where it should, and those with a similar build should expect a very cosy fit.</p><p>My only real gripe is the six-month warranty, which feels a bit stingy compared to the one-year peace of mind offered by rivals. But if you’re looking for maximum protection per rupee, this is a hardworking jacket that is simply too good to ignore.</p>

Lone Ranger Addon Pro Riding Jacket - Level 2 Safety on a Budget

Proper protection, proper fit, and proper airflow – this budget riding jacket finally works for broad-built riders without cutting corners on safety.

<p>
    It is often said that a motorcycle accident is not a question of if but when. This is not meant to sound morbid, but given the condition of many Indian roads, crashing on a motorcycle – however unfortunate – is a very real possibility. It simply comes with the territory. Most riding jackets shield the back, shoulders, and elbows, but the front of the body often remains exposed unless the rider uses chest protectors, and even those offer only limited coverage. This is precisely where the Neo Kavach Air Vest steps in, quite literally acting as a wearable airbag for motorcyclists.</p>




<h2>Neo Kavach Airbag Deployment System Explained</h2>

<p>The Neo Kavach system uses a mechanical tether that connects the vest to the motorcycle’s chassis. In the unfortunate event of a crash that yanks the rider away from the bike, the tether pulls free, triggering a CO₂ cartridge. The result is dramatic: in about 100 milliseconds, the vest inflates to form a protective airbag around the rider’s chest, back, abdomen and hips, offering a protection volume of roughly 17 to 28 litres, depending on the vest size.</p>
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<p>That creates a substantial cushion around the torso, providing a level of protection that traditional armour simply cannot match. Perhaps the most reassuring aspect of the Neo Kavach system is its simplicity. This vest works entirely through a mechanical trigger, relying on physics rather than electronics. Simply clip the tether to the motorcycle’s chassis, buckle up the vest, and you are ready to ride. If the vest deploys, resetting it is also fairly straightforward: replace the CO₂ cartridge, which costs about Rs 2,000 to Rs 2,500, and the vest can be ready to use again.</p>



<h2>Neo Kavach Comfort, Fit, and Everyday Usability</h2>

<p>The vest is designed to be worn over standard riding jackets, making it compatible with most existing riding gear. It does not feel bulky while riding, and once you are on the move, it simply fades into the background.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/04/Neo_Kavach_Airbag_Riding_Gear_autoX_Review-1776686110988.webp" alt="Neo_Kavach_Airbag_Riding_Gear_autoX_Review.jpg" style="width: 100%; height: auto;">
      </div>
    </p><p>A 3D mesh construction improves airflow and reduces discomfort, even when worn over a jacket on a hot summer day. In addition, there is a Level 2 back protector beneath the airbag, providing an extra layer of spinal protection in the event of an accident.<br></p>

<h2>Neo Kavach Air Vest Price and Value</h2>

<p>At roughly Rs 32,000, the Neo Kavach Air Vest is not exactly an impulse purchase. For many riders, that is the price of an entire set of riding gear. Motorcycling will always involve risk; that is unavoidable. But technologies like this help tilt the odds slightly in the rider’s favour.
</p>

Neo Kavach Airbag Vest - Cushion Against Chaos

The Neo Kavach airbag vest adds an extra layer of protection for riders, deploying in milliseconds to cushion the torso in the event of a crash.

<p>
    With Indian riders becoming increasingly tech-savvy, the demand for smart gear that doesn't break the bank has skyrocketed. Enter the Vega Bolt Bluetooth. At a price point where riders would otherwise be forced to choose between a basic ECE-certified lid and a cheap external comms unit, Vega offers a factory-integrated solution.</p>

<h2>Vega Bolt Bluetooth Design, Fit &amp; Features</h2>

<p>The first thing that strikes you about the Bolt is its presence. It carries an aggressive, aerodynamic design that punches well above its class. The rear spoiler offers a premium, sporty look reminiscent of high-end Italian brands – a feature that will appeal to budget-conscious enthusiasts.</p>

<p>That said, the fit-and-finish narrative takes a slight hit when you actually put it on. During my two months of testing, I found the fit to be a bit tighter than expected, specifically around the forehead and cheeks. While the padding is plush and comfortable, the internal shell shape is on the narrower side. My advice? Ignore the official size chart and pick one size larger to ensure long-range comfort.</p>

<p>The standout feature is, of course, the integrated Bluetooth system. The user experience is surprisingly refined, and the welcome and goodbye voice prompts are a thoughtful addition, particularly for riders who frequently toggle the power to conserve battery.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/04/Vega-Bolt-Bluetooth-Helmet-1-1776410606556.webp" alt="Vega Bolt Bluetooth Helmet-1.jpg" style="width: 100%; height: auto;">
      </div>
    </p><p>The button placement on the left side is intuitive, allowing for easy operation even with gloved hands. Sound quality for both music and calls is satisfactory. Importantly, it does not completely isolate the rider – a feature that’s particularly useful in chaotic Indian traffic, where maintaining awareness of surrounding horns and sirens is essential. Microphone clarity is equally commendable.</p>







<h2>Vega Bolt Bluetooth Ventilation, Airflow &amp; Visor Performance</h2>

<p>For a daily commuter, effective airflow is non-negotiable. The Bolt features a well-designed ventilation system, with dual top intakes and a mouth vent. While the top vents operate smoothly, the mouth vent feels slightly notchy and difficult to adjust on the move. Once opened, however, it provides ample airflow.</p>

<p>The mercury-tinted visor is another highlight, striking an excellent balance between glare reduction in bright sunlight and night-time clarity. It functions effectively as a true all-day visor. The only drawback is its performance in colder, wetter conditions; fogging can be significant, often requiring the visor to be kept slightly ajar during early-morning rides.</p>

<h2>Vega Bolt Bluetooth Price, Features &amp; Final Verdict</h2>

<p>Priced at Rs 4,199, the Vega Bolt Bluetooth sits in a clearly defined niche. It is aimed at riders seeking the moto-vlogger aesthetic and integrated connectivity, without the hassle of external mounts or messy wiring. While it doesn’t offer the lightweight refinement of a high-end composite shell, it's well within a reasonable weight range and doesn't&nbsp;cause noticeable neck fatigue during extended use.</p>

<p>For the budding enthusiast or the daily commuter looking for a reliable, tech-forward upgrade, the Bolt Bluetooth offers a compelling value proposition.
</p>

Vega Bolt Bluetooth Helmet Review - Connected Commuting

The Vega Bolt Bluetooth promises an affordable entry into the world of smart helmets with built-in connectivity and everyday usability. But does it truly deliver on that promise?

<p>
    2006 was the year when I first started watching MotoGP. It was also the year a certain Dani Pedrosa graduated to the premier class of MotoGP after winning two 250cc and one 125cc championships. Back then, I was a 16-year-old school kid with little understanding of the sport. So, while most of the world rallied behind Valentino Rossi, I found myself drawn to Pedrosa. Maybe it was that striking Repsol Honda livery on the RC211V that caught my eye, or maybe it was the fact that he was blisteringly fast, yet quietly carried the tag of an underdog. Either way, I was hooked.</p>

<p>Over the next decade, that admiration for Pedrosa turned into full-blown fandom. If I remember correctly, one of my earliest Facebook display pictures was an animated image of Pedrosa. He was (and still is) my hero, period!</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2024/11/MotoGP-KTM-Dani-Pedrosa.jpg" alt="MotoGP KTM Dani Pedrosa" style="width: 100%; height: auto;">
      </div>
    </p><p>Pedrosa raced in MotoGP from 2006&nbsp;to 2018, but never won a championship. But anyone who’s followed the sport over the past two decades knows that Pedrosa was always a championship contender. More often than not, it was injuries and sheer bad luck that held him back, and not his lack of speed! In many ways, he remains a king without a crown and, undeniably, one of the true legends of the sport.</p>







<p>As an auto journalist, I’ve been fortunate enough to attend several MotoGP races in  Australia, Germany, and Thailand. But all of that came after Pedrosa had already retired. I never got to see his craft in person. In fact, I was supposed to be in Valencia in 2018, at his final race before retirement, and I was genuinely excited, but, as luck would have it, my visa was rejected. Not once, but thrice! Safe to say that one stung.</p><p>But, a couple of weeks ago, things came full circle as I found myself at the Kari Motor Speedway in the company of none other than Pedrosa. Not only did I get to chat with him to my heart’s content, but I was also fortunate enough to ride a race-spec KTM 390 Duke alongside him on this very track! As they say, good things come to those who wait…</p>



<h2>KTM Cup Season 3 Finale</h2>

<p>Pedrosa was in India to attend the final round of Season 3 of the KTM Cup in Coimbatore. For the uninitiated, the KTM Cup is the brand’s customer racing program, featuring three categories – Pro, Women, and Amateur. This season saw participation from over 800 racers across the country, with the top 15 in each category making it to the final round.</p><p>Alongside the main races, KTM India also organised a special media race, giving journalists a taste of the race-bred KTM 390 Duke.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/04/KTM-Cup-Season-3-Finale-1776406264194.webp" alt="KTM Cup Season 3 Finale.jpg" style="width: 100%; height: auto;">
      </div>
    </p>







<p>Now, having someone like Pedrosa at an event like this might seem like a marketing masterstroke – and to an extent, it is – but for the participants, it meant a lot more. The fact that Pedrosa was present at the track across all three days of racing showed just how involved he was. He conducted an hour-long masterclass for the riders, sharing invaluable insights and technical know-how. If that wasn’t enough, he also joined riders from all categories during the morning practice sessions.</p>

<p>Since I was competing in the media category, I had a once-in-a-lifetime opportunity to follow Dani Pedrosa for just over a lap. Watching him flow effortlessly through corners – while occasionally glancing back to keep an eye on me – was simply surreal, to say the least. It’s a moment that’s forever etched in my memory.</p>

<h2>KTM Cup Season 3 Winners</h2>

<p>After an intense day of racing, Johann Emmanuel emerged victorious in the Pro category, ahead of Mohammed Mikail and Jagadeesh.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/04/KTM-Cup-Season-3-Finale-3-1776406284892.webp" alt="KTM Cup Season 3 Finale-3.jpg" style="width: 100%; height: auto;">
      </div>
    </p><p>In the Women’s category, Lani Zena Fernandez took top honours, followed by Saimah Ajaz Baig and Jagathishree Kumaresan. Karthik R claimed the win in the Amateur category, with Jobin Kharmalki and Aravind S finishing second and third, respectively. Along with their trophies, the winners from each category will receive an all-expenses-paid trip to the 2026 Austrian Grand Prix – an opportunity of a lifetime.</p>

<h2>KTM Cup Season 3 Issues</h2>

<p>While KTM India deserves full credit for organising an exciting racing season and bringing Pedrosa to India, the event wasn’t without its share of criticism. A key concern raised by several participants was the consistency and upkeep of the machinery. As riders across categories shared the same pool of bikes, some experienced noticeable variations in performance between sessions.</p><p>In my own experience, my bike was swapped out multiple times due to crashes and mechanical issues. While I’m nowhere near a professional, I could still feel clear differences between machines. Personally, it didn’t impact my experience too much, as I was there primarily to cover the event. However, it’s easy to sympathise with racers whose results may have been affected by factors beyond their control.</p>



<p>That said, in conversations after the event, KTM representatives assured that rider feedback would be taken seriously, with improvements planned for future editions.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/04/KTM-Cup-Season-3-Finale-2-1776406278405.webp" alt="KTM Cup Season 3 Finale-2.jpg" style="width: 100%; height: auto;">
      </div>
    </p>

<p>And well… it wouldn’t hurt if Dani Pedrosa dropped by again. Just saying.
</p>



KTM Cup Season 3 Finale - Meeting MotoGP Legend Dani Pedrosa

Meeting Dani Pedrosa is one thing, but riding alongside him at the KTM Cup Season 3 finale on a race-spec KTM 390 Duke makes it unforgettable.

<p>
    Before telemetry, driver aids, and data overlays took over the cockpit, there was a generation of racers who relied purely on instinct and feel. They didn’t need sensors to tell them when a car was at the limit, they could sense it through the steering, the chassis, and the seat beneath them. Hari Singh didn’t just belong to that era; he defined it.</p>

<p>Indian motorsport is currently grappling with a period of profound loss. Just as the community was coming to terms with the passing of Sanjay ‘Hardy’ Sharma – a central figure in the JK Tyre paddock – the news of Hari Singh’s death in a tragic accident in the Maldives has left it shaken once again. It is the kind of loss that is difficult to process, even for those who have seen the sport at its most unforgiving.</p>

<p>To a younger generation, Singh was the composed, ever-present veteran; a guiding force who helped keep the national championship moving forward. But to those who witnessed the golden years of Indian rallying, he was something more: the man who mastered the Maruti Gypsy like few others ever could.</p>

<p>The Gypsy was never a precise or forgiving machine. On narrow mountain roads, often with nothing but a sheer drop beside it, it demanded absolute commitment. In lesser hands, it could feel unpredictable and even intimidating. Under Hari, however, it became something else entirely. He didn’t just drive it – he controlled it with a level of finesse that made the improbable look routine.</p>

<p>His five National Rally Championship titles and Asia Zone Rally victory were earned in an era that demanded far more from the driver than modern racing does. There were no electronic safety nets, no refined systems to compensate for mistakes. Success depended on physical endurance, mechanical sympathy, and the conviction to stay committed when conditions turned hostile.</p>

<p>Yet, what truly defined Hari Singh wasn’t just his success behind the wheel. In the years that followed, he became a constant presence in Indian motorsport – a mentor, a sounding board, and a bridge between generations. Many of today’s top drivers have, at some point, leaned on his experience, whether for technical guidance or simply for perspective.</p>

<p>That is what makes this loss particularly difficult to come to terms with. Hari Singh had faced and overcome the inherent dangers of rallying across decades. To lose him away from the sport, in an accident far removed from the stages he once dominated, feels especially cruel.</p>

<p>His absence will be felt in ways that go beyond results or records. It will be there in quieter service parks, in the gaps left in conversations, and in the absence of a voice that so many relied upon. Indian motorsport has not just lost a champion – it has lost a reference point.</p>

<p>And while the record books will always reflect what he achieved, his true legacy lies in the standard he set – one defined by instinct, resilience, and an unwavering commitment to the craft.
</p>

Remembering Hari Singh - The Gentleman Racer

Hari Singh’s journey went beyond titles, shaping Indian motorsports through instinct, resilience, and a presence that anchored generations.

<p>McLaren has taken the covers off its MCL-HY LMDh race car, and this one feels like a serious step towards its return to the top class of the FIA World Endurance Championship in 2027. We had seen a show version earlier at the 24 Hours of Le Mans in 2025, but this is now the proper race-ready car. Alongside it, McLaren has also confirmed a track-only version called the MCL-HY GTR, built with McLaren Automotive.</p><p>
      
    <img src="https://images.autox.com/uploads/2026/05/McLaren-MCL-HY-Hypercar-Side-1777907996107.webp" alt="McLaren MCL-HY Hypercar Side.png" style="width: 100%; height: auto;"></p><p>The MCL-HY sits on a Dallara chassis and uses a 3.0-litre twin-turbo V6 with a standard hybrid system. Power goes up to 697bhp, depending on Balance of Performance. For testing, the car runs colours inspired by the McLaren M6A, a machine created by Bruce McLaren, which connects this project to the brand’s early racing days.</p><p>
      
    <img src="https://images.autox.com/uploads/2026/05/McLaren-MCL-HY-Hypercar-Rear-1777907982789.webp" alt="McLaren MCL-HY Hypercar Rear.png" style="width: 100%; height: auto;"></p><p>This also marks McLaren’s return to fighting for an overall win at Le Mans since the McLaren F1 GTR won back in 1995. The focus right now is on getting the car ready through proper testing and development. Everything from performance to reliability will be worked on before the car finally lines up on the grid in the coming seasons.</p><p>
      
    <img src="https://images.autox.com/uploads/2026/05/McLaren-MCL-HY-GTR-Hypercar-Top-1777907986753.webp" alt="McLaren MCL-HY GTR Hypercar Top.png" style="width: 100%; height: auto;"></p><p>Testing is set to begin this month, with Mikkel Jensen leading the programme. He will be joined by Gregoire Saucy, Richard Verschoor and Ben Hanley. The team plans to complete homologation by late 2026 or early 2027, giving enough time to sort things out before racing begins.</p><h2>McLaren MCL-HY GTR</h2><p>The MCL-HY GTR is the version meant for track use, and it keeps things simpler. It drops the hybrid system and instead runs a 2.9-litre twin-turbo six-cylinder engine with around 720bhp. Without the hybrid setup, the car is lighter and easier to manage, which should make it feel more direct and engaging when driven on a circuit.</p><p>
      
    <img src="https://images.autox.com/uploads/2026/05/McLaren-MCL-HY-GTR-Hypercar-Side-1777907991581.webp" alt="McLaren MCL-HY GTR Hypercar Side.png" style="width: 100%; height: auto;"></p><p>Buyers of the MCL-HY GTR will also get access to McLaren’s Project: Endurance programme. This includes time with the team, test sessions and even access to the 2027 running of the 24 Hours of Le Mans. There is also a two-year track programme with coaching, pit crew support and full engineering backup included.</p><p><strong>Also Read:&nbsp;</strong><a href="https://www.autox.com/motorsport-news/f1-max-verstappens-race-engineer-gianpiero-lambiase-to-join-mclaren-in-2028-123289/">F1: Max Verstappen’s Race Engineer Gianpiero Lambiase to Join McLaren in 2028</a></p><p>Deliveries of the MCL-HY GTR are expected to begin towards the end of 2027. With this move, McLaren will be active across Formula 1, IndyCar and endurance racing. The LMGT3 effort will continue with Garage 59, as the brand builds a wider motorsport presence.</p>

McLaren MCL-HY Hypercar Revealed for 2027 WEC; Private GTR Track Car Version also Confirmed

McLaren MCL-HY GTR track car, developed alongside the race car, gets a 720bhp twin-turbo engine. Customer deliveries set to begin by late 2027.

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

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

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

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

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

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

MotoGP to Ban Wildcard Entries from 2027 Season

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

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

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

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

<p>TVS Motor Company has launched the updated iQube S with a larger 4.7 kWh battery pack in India. The electric scooter is priced at Rs 1.54 lakh (ex-showroom), while buyers in Delhi can get it at Rs 1.37 lakh after subsidies. The new version replaces the older iQube S that came with the smaller 3.5 kWh battery pack. The variant had also disappeared from the company’s website for some time before returning with this updated setup.</p><p>The latest update gives the iQube S a stronger position in <a href="https://www.autox.com/new-bikes/tvs/">TVS</a>’ electric scooter lineup. It now sits between the standard iQube models and the range-topping iQube ST. The bigger battery mainly focuses on improving range and making the scooter more practical for daily commuting and longer city rides. </p><p><strong>Also Read:&nbsp;</strong><a href="https://www.autox.com/news/bike-news/tvs-iqube-s-launched-at-rs-154-lakh-with-larger-47-kwh-battery-pack-123483/">TVS Ntorq 150 Gets FMSCI Homologation for Motorsport Use in India</a></p><p>Apart from the battery upgrade, the scooter continues with the same overall design and equipment list as before.</p><h2><strong>TVS iQube S: Powertrain</strong></h2><p>The updated <a href="https://www.autox.com/new-bikes/tvs/iqube/">iQube</a> S continues with a hub-mounted electric motor producing 4.4kW of peak power and 33Nm of torque. TVS claims the scooter can accelerate from 0 to 40km/h in 4.3 seconds and reach a top speed of 82km/h. These performance figures should make it suitable for everyday city riding and urban traffic conditions.</p><p>
      
    <img src="https://images.autox.com/uploads/2026/05/TVS-iQube-S-1778068109719.webp" alt="TVS iQube S.png" style="width: 100%; height: auto;"></p><p>The main highlight is the larger 4.7kWh battery pack. TVS claims an IDC-certified riding range of 175km on a full charge, which is a noticeable increase over the 145km claimed by the older 3.5kWh version. The additional range should help riders who regularly cover longer distances during daily commutes.</p><p>The larger battery has increased the scooter’s weight to 128.8kg. Charging the battery from 0 to 80 per cent takes around four hours using the portable off-board charger. TVS says the charging time remains practical for regular everyday use.</p><h2><strong>TVS iQube S: Features</strong></h2><p>Feature-wise, the scooter gets a 7-inch TFT display with smartphone connectivity, navigation support, ride statistics, and notification alerts. It also comes with regenerative braking, reverse assist, parking assist, crash alerts, fall alerts, and anti-theft functions.</p><p><img src="https://images.autox.com/uploads/2026/05/TVS-iQube-S-Instrument-Cluster-1778068036921.webp" alt="TVS iQube S Instrument Cluster.png" style="width: 100%; height: auto;"></p><p>TVS has also introduced two new colour options called Magnificence Purple Beige and Harlequin Blue Beige, alongside the existing Titanium Grey Matte finish.</p>

TVS iQube S Launched at Rs 1.54 Lakh with Larger 4.7 kWh Battery Pack

The TVS iQube S comes with a larger 4.7 kWh battery pack, 175km claimed range, 4.4kW motor, and an 82km/h top speed at Rs 1.54 lakh (ex-showroom).

<p>Toyota Kirloskar Motor has increased prices across the entire <a href="https://www.autox.com/new-cars/toyota/fortuner/">Toyota Fortuner</a> lineup in India by amounts ranging from Rs 60,000 to Rs 87,000. These updated ex-showroom prices are now in effect, pushing the premium SUV's price bracket to between Rs 34.76 lakh and Rs 50.46 lakh. Despite these incremental price adjustments, the Fortuner remains a top contender in the full-size <a href="https://www.autox.com/suv-cars-in-india/">SUV</a> segment, particularly appreciated for its rugged diesel powertrain, strong resale value, and commanding road presence.</p><h2><strong>Toyota Fortuner: Variant-Wise Price</strong></h2><p>The entry-level starting trims, including the 2.7-litre petrol automatic and the 2.8-litre diesel manual, have experienced a price bump of Rs 60,000, which also factors in adjustments for the Platinum White Pearl paint option. The 2.8-litre diesel 4x2 automatic variant now costs Rs 65,000 more than its previous retail price.</p><p><strong>Also Read:&nbsp;</strong><a href="https://www.autox.com/news/industry-news/toyota-india-posts-17-sales-growth-in-april-at-32086-units-123468/">Toyota India Posts 17% Sales Growth in April at 32,086 Units</a></p><p>Meanwhile, the four-wheel-drive versions have witnessed steeper upward revisions. The 2.8-litre diesel 4x4 manual trim is now dearer by Rs 67,000, while the mild-hybrid versions are priced higher by Rs 75,000. The most significant price revision belongs to the flagship Toyota Fortuner GR-S 4x4 automatic variant, which has jumped by Rs 87,000 to retail at Rs 50.46 lakh.</p><p><img src="https://images.autox.com/uploads/2025/05/Toyota-Fortuner1-1748340564243.webp" alt="Toyota-Fortuner1.jpg" style="width: 100%; height: auto;"></p><p>Toyota has also updated pricing for the premium Legender sub-variants. The Legender 4x2 automatic has received an upward revision of Rs 75,000, bringing the new ex-showroom price to Rs 42.92 lakh. Additionally, the manual version has been raised by Rs 78,000, taking the new total to Rs 45.08 lakh.</p><table border="0" cellpadding="0" cellspacing="0" width="680" style="width: 677px;">




    <tbody>
        <tr height="20" style="height: 20px;">
            <td height="20" class="xl65" width="285" style="text-align: center; padding-top: 1px; padding-right: 1px; padding-left: 1px; color: black; font-weight: 400; font-style: normal; text-decoration: none; font-family: Calibri, sans-serif; vertical-align: bottom; white-space: nowrap; height: 20px; width: 284px; font-size: 15px;"><strong>Variant</strong></td>
            <td class="xl65" width="187" style="text-align: center; padding-top: 1px; padding-right: 1px; padding-left: 1px; color: black; font-weight: 400; font-style: normal; text-decoration: none; font-family: Calibri, sans-serif; vertical-align: bottom; white-space: nowrap; width: 186px; font-size: 15px;"><strong>Price Increase</strong></td>
            <td class="xl65" width="208" style="text-align: center; padding-top: 1px; padding-right: 1px; padding-left: 1px; color: black; font-weight: 400; font-style: normal; text-decoration: none; font-family: Calibri, sans-serif; vertical-align: bottom; white-space: nowrap; width: 207px; font-size: 15px;"><strong>New Ex-Showroom Price</strong></td>
        </tr>
        <tr height="20" style="height: 20px;">
            <td height="20" class="xl65" style="text-align: center; padding-top: 1px; padding-right: 1px; padding-left: 1px; color: black; font-weight: 400; font-style: normal; text-decoration: none; font-family: Calibri, sans-serif; vertical-align: bottom; white-space: nowrap; height: 20px; font-size: 15px;">2.7L Petrol 2WD AT</td>
            <td class="xl65" style="text-align: center; padding-top: 1px; padding-right: 1px; padding-left: 1px; color: black; font-weight: 400; font-style: normal; text-decoration: none; font-family: Calibri, sans-serif; vertical-align: bottom; white-space: nowrap; font-size: 15px;">Rs 60,000</td>
            <td class="xl65" style="text-align: center; padding-top: 1px; padding-right: 1px; padding-left: 1px; color: black; font-weight: 400; font-style: normal; text-decoration: none; font-family: Calibri, sans-serif; vertical-align: bottom; white-space: nowrap; font-size: 15px;">Rs 34.76 lakh</td>
        </tr>
        <tr height="20" style="height: 20px;">
            <td height="20" class="xl65" style="text-align: center; padding-top: 1px; padding-right: 1px; padding-left: 1px; color: black; font-weight: 400; font-style: normal; text-decoration: none; font-family: Calibri, sans-serif; vertical-align: bottom; white-space: nowrap; height: 20px; font-size: 15px;">2.8L Diesel 2WD MT</td>
            <td class="xl65" style="text-align: center; padding-top: 1px; padding-right: 1px; padding-left: 1px; color: black; font-weight: 400; font-style: normal; text-decoration: none; font-family: Calibri, sans-serif; vertical-align: bottom; white-space: nowrap; font-size: 15px;">Rs 60,000</td>
            <td class="xl65" style="text-align: center; padding-top: 1px; padding-right: 1px; padding-left: 1px; color: black; font-weight: 400; font-style: normal; text-decoration: none; font-family: Calibri, sans-serif; vertical-align: bottom; white-space: nowrap; font-size: 15px;">Rs 35.4 lakh</td>
        </tr>
        <tr height="20" style="height: 20px;">
            <td height="20" class="xl65" style="text-align: center; padding-top: 1px; padding-right: 1px; padding-left: 1px; color: black; font-weight: 400; font-style: normal; text-decoration: none; font-family: Calibri, sans-serif; vertical-align: bottom; white-space: nowrap; height: 20px; font-size: 15px;">2.8L Diesel 2WD AT</td>
            <td class="xl65" style="text-align: center; padding-top: 1px; padding-right: 1px; padding-left: 1px; color: black; font-weight: 400; font-style: normal; text-decoration: none; font-family: Calibri, sans-serif; vertical-align: bottom; white-space: nowrap; font-size: 15px;">Rs 65,000</td>
            <td class="xl65" style="text-align: center; padding-top: 1px; padding-right: 1px; padding-left: 1px; color: black; font-weight: 400; font-style: normal; text-decoration: none; font-family: Calibri, sans-serif; vertical-align: bottom; white-space: nowrap; font-size: 15px;">Rs 37.61 lakh</td>
        </tr>
        <tr height="20" style="height: 20px;">
            <td height="20" class="xl65" style="text-align: center; padding-top: 1px; padding-right: 1px; padding-left: 1px; color: black; font-weight: 400; font-style: normal; text-decoration: none; font-family: Calibri, sans-serif; vertical-align: bottom; white-space: nowrap; height: 20px; font-size: 15px;">2.8L Diesel 4WD MT</td>
            <td class="xl65" style="text-align: center; padding-top: 1px; padding-right: 1px; padding-left: 1px; color: black; font-weight: 400; font-style: normal; text-decoration: none; font-family: Calibri, sans-serif; vertical-align: bottom; white-space: nowrap; font-size: 15px;">Rs 67,000</td>
            <td class="xl65" style="text-align: center; padding-top: 1px; padding-right: 1px; padding-left: 1px; color: black; font-weight: 400; font-style: normal; text-decoration: none; font-family: Calibri, sans-serif; vertical-align: bottom; white-space: nowrap; font-size: 15px;">Rs 39.35 lakh</td>
        </tr>
        <tr height="20" style="height: 20px;">
            <td height="20" class="xl65" style="text-align: center; padding-top: 1px; padding-right: 1px; padding-left: 1px; color: black; font-weight: 400; font-style: normal; text-decoration: none; font-family: Calibri, sans-serif; vertical-align: bottom; white-space: nowrap; height: 20px; font-size: 15px;">Mild-Hybrid Diesel 4WD
                (Standard)</td>
            <td class="xl65" style="text-align: center; padding-top: 1px; padding-right: 1px; padding-left: 1px; color: black; font-weight: 400; font-style: normal; text-decoration: none; font-family: Calibri, sans-serif; vertical-align: bottom; white-space: nowrap; font-size: 15px;">Rs 75,000</td>
            <td class="xl65" style="text-align: center; padding-top: 1px; padding-right: 1px; padding-left: 1px; color: black; font-weight: 400; font-style: normal; text-decoration: none; font-family: Calibri, sans-serif; vertical-align: bottom; white-space: nowrap; font-size: 15px;">Rs 43.12 lakh</td>
        </tr>
        <tr height="20" style="height: 20px;">
            <td height="20" class="xl65" style="text-align: center; padding-top: 1px; padding-right: 1px; padding-left: 1px; color: black; font-weight: 400; font-style: normal; text-decoration: none; font-family: Calibri, sans-serif; vertical-align: bottom; white-space: nowrap; height: 20px; font-size: 15px;">GR-S 4x4 Diesel AT</td>
            <td class="xl65" style="text-align: center; padding-top: 1px; padding-right: 1px; padding-left: 1px; color: black; font-weight: 400; font-style: normal; text-decoration: none; font-family: Calibri, sans-serif; vertical-align: bottom; white-space: nowrap; font-size: 15px;">Rs 87,000</td>
            <td class="xl65" style="text-align: center; padding-top: 1px; padding-right: 1px; padding-left: 1px; color: black; font-weight: 400; font-style: normal; text-decoration: none; font-family: Calibri, sans-serif; vertical-align: bottom; white-space: nowrap; font-size: 15px;">Rs 50.46 lakh</td>
        </tr>
        <tr height="20" style="height: 20px;">
            <td height="20" class="xl65" style="text-align: center; padding-top: 1px; padding-right: 1px; padding-left: 1px; color: black; font-weight: 400; font-style: normal; text-decoration: none; font-family: Calibri, sans-serif; vertical-align: bottom; white-space: nowrap; height: 20px; font-size: 15px;">Legender 4x2 Diesel AT</td>
            <td class="xl65" style="text-align: center; padding-top: 1px; padding-right: 1px; padding-left: 1px; color: black; font-weight: 400; font-style: normal; text-decoration: none; font-family: Calibri, sans-serif; vertical-align: bottom; white-space: nowrap; font-size: 15px;">Rs 75,000</td>
            <td class="xl65" style="text-align: center; padding-top: 1px; padding-right: 1px; padding-left: 1px; color: black; font-weight: 400; font-style: normal; text-decoration: none; font-family: Calibri, sans-serif; vertical-align: bottom; white-space: nowrap; font-size: 15px;">Rs 42.92 lakh</td>
        </tr>
        <tr height="20" style="height: 20px;">
            <td height="20" class="xl65" style="text-align: center; padding-top: 1px; padding-right: 1px; padding-left: 1px; color: black; font-weight: 400; font-style: normal; text-decoration: none; font-family: Calibri, sans-serif; vertical-align: bottom; white-space: nowrap; height: 20px; font-size: 15px;">Legender 4x2 Diesel MT</td>
            <td class="xl65" style="text-align: center; padding-top: 1px; padding-right: 1px; padding-left: 1px; color: black; font-weight: 400; font-style: normal; text-decoration: none; font-family: Calibri, sans-serif; vertical-align: bottom; white-space: nowrap; font-size: 15px;">Rs 78,000</td>
            <td class="xl65" style="text-align: center; padding-top: 1px; padding-right: 1px; padding-left: 1px; color: black; font-weight: 400; font-style: normal; text-decoration: none; font-family: Calibri, sans-serif; vertical-align: bottom; white-space: nowrap; font-size: 15px;">Rs 45.08 lakh</td>
        </tr>
        <tr height="20" style="height: 20px;">
            <td height="20" class="xl65" style="text-align: center; padding-top: 1px; padding-right: 1px; padding-left: 1px; color: black; font-weight: 400; font-style: normal; text-decoration: none; font-family: Calibri, sans-serif; vertical-align: bottom; white-space: nowrap; height: 20px; font-size: 15px;">Legender 4x4 Mild-Hybrid
                Diesel</td>
            <td class="xl65" style="text-align: center; padding-top: 1px; padding-right: 1px; padding-left: 1px; color: black; font-weight: 400; font-style: normal; text-decoration: none; font-family: Calibri, sans-serif; vertical-align: bottom; white-space: nowrap; font-size: 15px;">Rs 83,000</td>
            <td class="xl65" style="text-align: center; padding-top: 1px; padding-right: 1px; padding-left: 1px; color: black; font-weight: 400; font-style: normal; text-decoration: none; font-family: Calibri, sans-serif; vertical-align: bottom; white-space: nowrap; font-size: 15px;">Rs 62.86 lakh</td>
        </tr>

    </tbody>
</table><p>The highest adjustment within this sub-range is for the Legender 4x4 mild-hybrid diesel automatic, which goes up by Rs 83,000, placing its new price at Rs 62.86 lakh.</p><h2><strong>Toyota Fortuner: Engine</strong></h2><p>Under the hood, the technical specifications of the SUV remain unchanged. The petrol-powered Fortuner relies on a 2.7-litre unit generating 166bhp, mated exclusively to an automatic transmission. The highly sought-after 2.8-litre diesel configuration pushes out 204bhp and offers a choice between a manual or an automatic gearbox. For buyers requiring maximum traction, the 4WD setup remains restricted to the diesel lineup.</p><p>
      
    <img src="https://images.autox.com/uploads/2025/08/Toyota-Fortuner-Neo-Drive-Rear-Three-Quarter-1755582785465.webp" alt="Toyota Fortuner Neo Drive-Rear-Three-Quarter.jpg" style="width: 100%; height: auto;"></p><p>The Fortuner continues to win over buyers through its traditional ladder-frame architecture, elevated seating posture, and dependable highway cruising capabilities. While the Legender offers a more refined, dual-tone exterior, the GR-S trim provides distinct styling enhancements and a tuned suspension, offering a slightly sportier drive for the segment.</p>

Toyota Fortuner SUV Prices Increased in India by up to Rs 87,000

Toyota Fortuner prices in India increased by up to Rs 87,000 across variants, while the SUV continues unchanged mechanically with petrol and diesel engines.

<p>Delhi's traffic challan system is set for a major change, especially for people who drive regularly in the city. The Delhi government has introduced a fully digital challan process under the amended Central Motor Vehicles Rules, 1989, bringing fixed timelines for payment, online disputes, and stricter action against repeat offenders. Chief Minister Rekha Gupta said the new system is aimed at improving road discipline and reducing the huge backlog of pending challans in the capital. With the updated rules now in place, traffic enforcement is expected to become faster, more organised, and harder to ignore than before.</p><p><strong>Also Read:&nbsp;</strong><a href="https://www.autox.com/news/industry-news/india-to-adopt-wltp-cycle-for-bs6-emissions-testing-from-april-2027-key-details-122883/">India To Adopt WLTP Cycle For BS6 Emissions Testing From April 2027: Key Details</a></p><p>Reports suggest more than 2.5 crore challans issued in Delhi between 2021 and 2024 are still pending. The government now wants every traffic violation to move through a proper timeline instead of remaining unresolved for years. Under the revised setup, all challans will be digitally tracked from issuance to final payment or settlement, making the process more structured for both motorists and enforcement authorities across the city.</p><h2>45-Day Deadline and Court Deposit Rule Reshape Challan Process</h2><p>Under the new rules, motorists will get 45 days to either pay the challan or challenge it through the official online portal. If no response is submitted within this period, the challan will automatically be treated as accepted. Drivers will then receive another 30 days to clear the payment before stricter action and additional penalties begin under the updated framework introduced by the Delhi government.</p><p>If a driver raises a dispute and the request gets rejected, another 30-day period will be provided either to pay the fine or move the matter to court. However, motorists can no longer directly approach courts without first completing the online grievance process. In addition, anyone pursuing legal action after a rejected dispute will need to deposit 50 per cent of the challan amount before court proceedings begin. Should the motorist miss this 30-day window as well, a final 15-day period will be granted for payment before further penalties and enforcement action are applied.</p><p>
      
    <img src="https://images.autox.com/uploads/2023/07/Srinivas-Krishnan-Opinion-traffic1.jpg" alt="Srinivas Krishnan Opinion Traffic1" style="width: 100%; height: auto;"></p><p>For daily commuters, the new system changes how pending traffic fines are handled in Delhi. Ignoring challans for long periods may now affect driving licence renewals, vehicle-related paperwork, and other transport department services. The government's aim is to ensure that every challan reaches a final resolution within a fixed timeline instead of remaining pending indefinitely under the earlier system.</p><h2>Cameras and Digital Portal Drive Enforcement Overhaul</h2><p>The updated traffic enforcement system will rely heavily on surveillance cameras and digital monitoring across Delhi roads. Traffic violations will now be recorded not only by traffic police officers but also through automated camera systems installed across the city. Once a violation is detected, the system automatically generates an e-challan linked to the registered vehicle owner and creates a digital compliance record.</p><p>The challan delivery process is also becoming faster under the revised rules. If a motorist's mobile number is updated in official records, the e-challan will be sent within three days of the violation being recorded. In cases where contact details are unavailable or outdated, a physical notice will be delivered to the registered address within 15 days.</p><p>
      
    <img src="https://images.autox.com/uploads/2022/11/Delhi-Traffic.jpg" alt="Delhi Traffic" style="width: 100%; height: auto;"></p><p>The Delhi government is also introducing a central online portal for all challan-related services. Drivers will be able to check pending fines, raise disputes, and make payments using a single platform. The portal will maintain a complete history of challans, disputes, and payments linked to every vehicle owner. Authorities believe this digital setup will help identify repeat offenders and improve overall enforcement efficiency.</p><p>Motorists have been advised to update contact details linked to their driving licence and vehicle registration documents. Incorrect or outdated information could result in drivers missing challan notifications, which may later lead to penalties or delays in completing vehicle-related work. Authorities say keeping official records updated will become increasingly important under the new digital enforcement system being introduced in Delhi.</p><h2>Repeat Offenders Face Licence Suspension Under New Framework</h2><p>The revised framework also includes stricter rules for repeat offenders. Drivers with five or more traffic violations within a single calendar year may now be classified as serious offenders. This classification could lead to suspension or even cancellation of the driving licence. The move is aimed at improving driving discipline and reducing repeated traffic violations on Delhi roads.</p><p>The updated rules may particularly affect commercial drivers and fleet operators. Since licence-related action can directly impact their work, repeated traffic violations could carry more serious consequences than before. Authorities believe the stricter system will encourage motorists to follow traffic regulations more carefully and reduce habitual violations across the capital.</p><p>
      
    <img src="https://images.autox.com/uploads/2019/12/India-traffic.jpg" alt="India Traffic" style="width: 100%; height: auto;"></p><p>Authorities have also warned that continued non-payment of challans may result in restrictions on several transport-related services, including licence renewals, road tax payments, and registration-related work. Vehicles linked to repeated non-payment can also be flagged in the government system, while enforcement agencies may impound vehicles in serious cases until all pending dues are cleared by the registered owner.</p><p>With Delhi moving towards a tighter digital traffic enforcement setup, motorists may now need to keep a closer check on pending challans and vehicle records. The government says the revised framework is designed to reduce unresolved traffic fines, improve compliance, and ensure that every challan issued in the city reaches a proper conclusion within a fixed timeline.</p>

New Delhi Traffic Rules Bring 45-Day Deadline for Challan Payments

Delhi’s new traffic rules bring a 45-day challan payment deadline, online dispute system, camera-based fines, and stricter action on repeat offenders.

<p>Tata Motors has expanded the diesel lineup of the<a href="https://www.autox.com/new-cars/tata/harrier/"> Tata Harrier </a>and <a href="https://www.autox.com/new-cars/tata/safari/">Tata Safari </a>with the launch of the new Ultra and Red Dark Editions. Earlier, these top-spec versions were only available with petrol models, but diesel buyers can now opt for them as well. Prices start at Rs 23.84 lakh (ex-showroom) for the Harrier Ultra Diesel MT, while the Safari Ultra Diesel MT seven-seater starts at Rs 24.49 lakh (ex-showroom).</p><p><strong>Also Read:&nbsp;</strong><a href="https://www.autox.com/news/car-news/tata-curvv-ev-seriesx-launched-in-india-price-starts-at-rs-1699-lakh-123471/">Tata Curvv EV SeriesX Launched in India; Price Starts at Rs 16.99 Lakh</a></p><p>Tata Motors has also opened bookings for both SUVs across dealerships and through its official website in India.</p><h2><strong>Design</strong></h2><p>The Red Dark Edition continues to be the boldest-looking version of the Harrier and Safari range. The Harrier gets Tata’s Nitro Crimson paint shade, which pairs nicely with the blacked-out styling package. The dark 19-inch alloy wheels and red brake callipers add a sporty feel to the <a href="https://www.autox.com/suv-cars-in-india/">SUV </a>without making the overall design look too flashy or overdone from any angle on the road.</p><p>The Safari also gets the same dark treatment, and both SUVs now look more premium and aggressive than the regular versions. Tata has carried forward the familiar all-black styling theme from the petrol variants, but diesel buyers can finally get the complete Red Dark package as well. These variants are now positioned above the Fearless X+ and Accomplished X+ trims in the overall lineup.</p><p>What really works here is the balance in the design. The gloss black elements, dark alloy wheels, and small red highlights give both SUVs a cleaner and tougher stance. The styling does not try too hard, but it still gives the Harrier and Safari a stronger road presence. For buyers who like SUVs with a darker and sportier appearance, these new editions will definitely grab attention.</p><h2><strong>Interior</strong></h2><p>The cabin now gets a fresh Carnelian Red interior theme. Both SUVs come with red leatherette seats along with a white-and-brown dual-tone dashboard finish. Compared to the regular versions, the cabin feels more premium and slightly more upmarket. The contrast colours also help break the usual dark cabin layout and make the interior feel more inviting during long drives.</p><p>Tata has also loaded these variants with plenty of features. Both SUVs get a 14.5-inch Harman infotainment system with a Samsung Neo QLED display, Dolby Atmos sound system, and Mappls Auto navigation. The screen size and display quality immediately stand out once you step inside, and it gives the dashboard a much more modern look compared to older Tata SUVs.</p><p>Other additions include a digital inside rear-view mirror with a built-in dashcam, memory ORVMs with reverse dip function, sliding front armrest, dual camera washer setup, and a 65W Type-C fast charging port. These may not sound like major upgrades individually, but together they make the Harrier and Safari feel more complete as premium family SUVs in this segment.</p><p>Safety continues to be one of the strongest points of both SUVs. The Harrier and Safari retain their five-star Bharat NCAP safety rating, scoring 30.08 out of 32 for adult occupant protection and 44.54 out of 49 for child occupant protection. These scores continue to keep both SUVs among the safest options currently available in the Indian premium SUV market.</p><h2><strong>Engine</strong></h2><p>There are no changes under the hood, and Tata has kept the proven diesel setup untouched. Both the Harrier and Safari continue with the 2.0-litre Kryojet turbo diesel engine that produces 170PS and 350Nm of torque. The engine still suits the character of both SUVs quite well, especially for highway runs and long-distance touring, where the strong mid-range performance really comes into play. </p><p>Transmission choices remain the same, with buyers able to choose between a six-speed manual gearbox and a six-speed torque converter automatic transmission. <br></p>

Tata Harrier, Safari Ultra Red Dark Editions Launched with New Features and Cosmetic Updates

Tata Harrier and Tata Safari Red Dark Editions get new features, red-themed interiors, blacked-out styling, and updated diesel variant options.

<p><a href="https://www.autox.com/new-cars/mini/cooper/">Mini Cooper</a> S GP Inspired Edition is now open for pre-bookings in India, with Mini India fixing the booking amount at Rs 1.5 lakh. Deliveries are set to begin within May 2026, although the exact launch date is still not out. With bookings already underway, it is clear the car is close to arriving, and interest among buyers looking for something exclusive is expected to be strong.</p><p>This special edition is based on the Mini Cooper S JCW Pack and will be limited to just 30 units in India. That alone makes it one of the rarest Mini models you can buy here. The car also works as a tribute to Mini’s motorsport roots, and it feels more like a collector’s model than a regular performance hatch.</p><h2><strong>Mini Cooper S GP Inspired Edition: Design</strong></h2><p>In terms of design, the GP Inspired Edition stays close to the JCW Pack but brings in a few changes of its own. The car comes in Legend Grey, with Chilli Red used on the roof and ORVMs for contrast. The C-pillar carries a unique number for each unit, which clearly shows its limited production run and adds to the sense of exclusivity.</p><p>You also get GP Inspired decals along the sides, which give it a distinct identity on the road. The familiar JCW styling elements continue here, including a blacked-out front bumper, rear spoiler, black diffuser, and a centre-mounted exhaust. These touches keep the sporty look intact without making the car look overdone or forced.<br><br>The car rides on 18-inch JCW alloy wheels with a two-tone finish and red floating hub caps, which stand out nicely. There are also small aero elements placed near the wheels, along with illuminated door sills. Together, these details add to the car’s stance and make it look sharper, while still keeping that classic Mini character intact.</p><h2><strong>Mini Cooper S GP Inspired Edition: Interior</strong></h2><p>Inside, <a href="https://www.autox.com/new-cars/mini/">Mini</a> has not shared the full details yet, but it is expected to follow the JCW Pack layout. The cabin should get a red and black theme, along with sports seats finished in black synthetic leather with red stitching. It is a familiar setup, but one that works well for a car like this.</p><p>You will also get a sports steering wheel, along with electrically adjustable front seats. One interesting addition here is the massage function for the driver’s seat, which is not something you usually expect in this segment. It adds a bit of comfort, especially for longer drives, without taking away from the sporty feel of the cabin.</p><h2><strong>Mini Cooper S GP Inspired Edition: Engine</strong></h2><p>On the engine side, nothing has been officially confirmed yet, but it is expected to use the 2.0-litre turbo-petrol engine from the Cooper S. This unit makes 201bhp and 300Nm of torque and comes paired with a 7-speed dual-clutch gearbox. It is a setup that has already proven itself and should suit the car well.</p><p>Bookings are now open across Mini India dealerships. With only 30 units coming to India, this is not a car that will stay available for long once deliveries begin.</p>

Mini Cooper S GP Inspired Edition Pre-Bookings Open in India

Mini Cooper S GP Inspired Edition bookings open in India. Limited to 30 units, the hot hatch gets JCW styling, 204bhp turbo-petrol engine.

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

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

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

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

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

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

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    <img src="https://images.autox.com/uploads/2026/04/Audi-SQ8-rear-seat-1777278725560.webp" alt="Audi SQ8 rear seat.jpg" style="width: 100%; height: auto;">
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<p>The quality of the cabin and the luxury quotient are high, thanks to the abundance of soft-touch surfaces and great levels of fit and finish. The seats hold you well and will be comfortable even on longer journeys. The second row is rather accommodating, and even taller individuals will have no trouble.&nbsp; <br></p>
<h1>Audi SQ8 Review: Engine Specs &amp; Performance <br></h1>
<p>The engine and the drive are where things get really interesting for the SQ8. Thumb the starter, and the growl from the quad exhaust system lets you know that you are about to pilot an angry beast, so you'd better hold on tight! The SQ8 ditches the smaller 3.0-litre, V6 of the Q8 for the 4.4-litre, V8 seen in the RS Q8, albeit in a detuned state. Even after the dumbing down, Audi is giving you 500bhp and 770Nm of torque, which is more than what most people would ever need. Mind you, these figures are much closer to the RS Q8 than they are to the Q8.</p>

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

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

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    <img src="https://images.autox.com/uploads/2026/04/Audi-SQ8-driving-on-road-1777281634695.webp" alt="Audi SQ8 driving on road.jpg" style="width: 100%; height: auto;">
</div>

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

<p>[tabs]</p>

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

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

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

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

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

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

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

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

<table cellpadding="1" cellspacing="1">
    <tbody>
        <tr>
            <td>
                <p><strong>Pros &nbsp;</strong>&nbsp; &nbsp;&nbsp;&nbsp; &nbsp;&nbsp;&nbsp;<br>
                    •&nbsp; Acceleration, ride quality, interior space</p>

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

<p>[/tab]</p>

<p>[/tabs]</p>

Audi SQ8 First Drive Review: Balancing Act

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

<p>If there’s one breed of cars that’s rarer than a pothole-free road in India, it’s the convertible. Drive one, and you instantly graduate to the league of effortlessly cool, wind-in-your-hair elites. But the M440i Convertible? It plays a slightly different tune. Yes, it’s got a folding roof, it’s a 2+2 with two doors. But the way it moves, glides, and struts down the road with more unabashed swagger… that’s where it separates itself from the others. It isn’t just a convertible. It’s a style statement telling others that you have arrived in life and how.</p>
<h2>BMW M440i Convertible&nbsp;Exterior Design and Road Presence</h2>
<p>The M440i drop-top is, quite simply, a bit of a stunner. Long, low, and deliciously sleek, it carries itself with the kind of poise that turns casual glances into full-blown stares. Our test car, dipped in a rich shade of red, only amplified the drama, roof up or down. The headlights are sharp, the oversized kidney grille actually works here (yes, really), and the red-over-black combo gives it a properly sporty vibe.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/04/BMW_M440i_Convertible_review_autoX_Rear_Left_Quarter_2-1777270781935.webp" alt="BMW_M440i_Convertible_review_autoX_Rear_Left_Quarter_2.jpg" style="width: 100%; height: auto;">
      </div>
    </p><p>Around the back, slim LED taillights and a muscular diffuser round things off nicely. From almost any angle, this is a car that makes a compelling case for being an object of desire on four wheels. If you absolutely must nitpick, slightly larger wheels would’ve filled the arches better. But that’s just us being picky for sport.</p>
<h2>BMW M440i Convertible&nbsp;Engine, Performance and 0–100km/h Acceleration</h2>
<p>Floor it at a traffic light, blink twice, and you’re already flirting with triple-digit speeds. The 3.0-litre in-line six turbo pumps out 369bhp and 500Nm, paired to an 8-speed automatic that does its job with quiet efficiency. BMW claims 0-100km/h in 4.9 seconds. We clocked 4.94 seconds.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/04/BMW_M440i_Convertible_review_autoX_Right_Side_Profile_Motion-1777270116160.webp" alt="BMW_M440i_Convertible_review_autoX_Right_Side_Profile_Motion.jpg" style="width: 100%; height: auto;">
      </div>
    </p><p>On a better surface, it might’ve dipped even lower. Not that you’ll be complaining. What’s impressive is how deceptively quick it feels. It looks fast standing still, but when it actually gets going, it transforms into something borderline theatrical. Effortless high-speed cruising? Check. Blink-and-you’re-in-trouble acceleration? Also check.</p>
<p>Handling, though, is where things get… interesting. This isn’t a point-and-shoot scalpel like the M340i. And that’s okay. The M440i has its own personality. It gets BMW’s M-differential and holds its line well, but quick direction changes reveal its length and weight. You can feel the chassis working, occasionally flexing, reminding you this is more grand tourer than track weapon.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/04/BMW_M440i_Convertible_review_autoX_Front_Left_Quarter_Cornering-1777271594415.webp" alt="BMW_M440i_Convertible_review_autoX_Front_Left_Quarter_Cornering.jpg" style="width: 100%; height: auto;">
      </div>
    </p><p>And I only refer to the M340i because I had the opportunity to drive both cars back-to-back.&nbsp; Switch off the electronic nannies, though, and things get spicy. The rear steps out with a graceful, almost theatrical flair, like a perfectly timed dance move. It’s rear-biased AWD, after all, and it knows how to have fun.</p>
<h2>BMW M440i Convertible&nbsp;Interior, Features and Convertible Roof Operation</h2>
<p>Step inside, and the M440i keeps things clean, modern, and driver-focused. No unnecessary drama here, just a well-laid-out cabin with room for four… technically. The 14.9-inch curved touchscreen takes centre stage, complemented by a crisp digital driver’s display and a chunky flat-bottomed M steering wheel that feels spot-on in your hands.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/04/BMW_M440i_Convertible_review_autoX_Dashboard-1777270910046.webp" alt="BMW_M440i_Convertible_review_autoX_Dashboard.jpg" style="width: 100%; height: auto;">
      </div>
    </p><p>It’s loaded too. A 12-speaker Harman Kardon system, wireless charging, head-up display, TPMS, electric sports seats with memory, climate control, ambient lighting, you name it. The all-black upholstery looks sharp, and the front seats are properly comfortable for long hauls.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/04/BMW_M440i_Convertible_review_autoX_Rear_Seats_2-1777271706612.webp" alt="BMW_M440i_Convertible_review_autoX_Rear_Seats_2.jpg" style="width: 100%; height: auto;">
      </div>
    </p><p>The rear seats? Let’s just say they’re better suited for bags, briefcases, or small humans. Adults can manage, but only if they’re feeling particularly flexible or are pocket-sized. And then comes the party trick, the fabric roof. It opens or closes in just 18 seconds and works at speeds up to 50km/h. Because waiting to feel the wind in your hair is just unacceptable.</p>
<h2>BMW M440i Convertible Expected Price, Launch and Rivals</h2>
<p>Prices are yet to be announced, but expect it to land north of ₹1.1 crore (ex-showroom). This isn’t going to be your only car. It’s the one you buy when your needs of practical mobility are already taken care of. As for rivals, the Mercedes-Benz CLE Cabriolet is the only real name that comes to mind, priced at ₹1.16 crore (ex-showroom).&nbsp;</p>
<h2>Verdict:&nbsp;Should You Buy the BMW M440i Convertible?</h2>
<p>The BMW M440i Convertible is one of the few proper drop-tops you can buy in India, and even in that niche club, it stands out. It’s stylish, properly quick, and delivers that wind-in-your-hair experience that never really gets old. Yes, it’s expensive. But what you’re really paying for is the vibe, the presence, and that one-of-a-kind ‘look at me’ energy. You can call it indulgent, extravagant even, but above all, it’s undeniably irresistible.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/04/BMW_M440i_Convertible_review_autoX_Rear_Right_Quarter_Motion-1777271119866.webp" alt="BMW_M440i_Convertible_review_autoX_Rear_Right_Quarter_Motion.jpg" style="width: 100%; height: auto;">
      </div>
    </p>
<p>[tabs]</p>

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

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

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

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

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

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

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

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

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

            </td>
            <td>
                <p><strong>Cons</strong><br>
                    • Size, Stiff Ride</p>
            </td>
        </tr>
    </tbody>
</table>

<p>[/tab]</p>

<p>[/tabs]</p>

BMW M440i Convertible Review: 369bhp Drop-Top Rocketship

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

<p>
At the risk of sounding like a broken record, it was the Renault Duster that truly kick-started the mid-size SUV wave in India back in 2012. It went on to become a massive success story – but more importantly, it carved out a whole new direction for the industry. From that point on, SUVs didn’t just grow in popularity – they went on to dominate the market. Essentially, you can love – or loathe – the Duster for making SUVs mainstream in India.</p><p>While the Duster was an instant crowd favourite, there’s no denying it gradually began to lose its sheen with the arrival of the Hyundai Creta. The Creta brought a similar formula to the table but wrapped it in a far more polished, premium package. Where the Duster felt rugged and utilitarian, the Creta felt refined and car-like – an approach that struck a chord with Indian buyers and helped it establish an authority that remains unshaken to this day.</p><p>Renault, unfortunately, failed to read the room. Instead of evolving with the market, it let the Duster age, fading into oblivion. In many ways, the Duster became a victim of its own success – setting the benchmark, only to be outclassed by those who learned from it.</p><div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/04/Renault-Duster-Motion-1776344909811.webp" alt="Renault Duster-Motion.jpg" style="width: 100%; height: auto;">
      </div>
    <p>Now, though, the Duster is back in business, and after driving it, I can tell you that it’s out for blood! </p><h2>Driver’s Delight </h2><p>Let’s cut to the chase. I sampled the 1.3-litre turbo-petrol paired with a manual gearbox. With 161bhp and 280Nm on tap, the new Duster boasts class-leading numbers – and out on the road, it certainly lives up to the claim. This could very well be the drivetrain of choice for enthusiasts. </p><p>Thumb the start button, and the engine nonchalantly hums to life. There’s a noticeable lag below 2,000rpm, but once you cross that threshold, the engine comes alive – and how!</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/04/Renault_Duster_First_Impressions_Review_autoX_Front_Left_Driving-1776686664624.webp" alt="Renault_Duster_First_Impressions_Review_autoX_Front_Left_Driving.jpg" style="width: 100%; height: auto;">
      </div>
    </p><p>From 2,000rpm all the way to its 6,000rpm redline, power delivery is strong, linear, and seriously addictive. What really impresses is the breadth of the powerband – it feels flexible and usable in almost every situation, whether you’re cruising, overtaking, or charging up a mountain road.</p><p>In many ways, the mid-range punch is similar to a diesel engine, minus the clatter. And then there’s the manual gearbox – easily one of the highlights of the entire package.</p><p>The 6-speeder offers short, precise shifts; the clutch is super light; and the overall feel is mechanical yet effortless. Simply put, this engine-gearbox combo is an absolute gem, and it’s plenty quick, too. It clocked 0–100km/h in around 10.5 seconds (GPS-verified) in less-than-ideal conditions.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/04/Renault_Duster_First_Impressions_Review_autoX_Gear_Lever-1776686675919.webp" alt="Renault_Duster_First_Impressions_Review_autoX_Gear_Lever.jpg" style="width: 100%; height: auto;">
      </div>
    </p><p>So, in terms of outright performance, it’s right up there with the likes of the VW Taigun, Skoda Kushaq, Tata Sierra, and Hyundai Creta N Line.</p><p>The icing on the cake is the ride-and-handling balance. Those who’ve experienced the old version will know that ride quality has always been the Duster’s calling card. Thankfully, that hasn’t changed. Built on Renault’s new RGMP platform, it feels incredibly tough and composed on all kinds of surfaces. It simply shrugs off bad roads, broken patches, and unexpected bumps with an ease that very few rivals can match.</p><p>What’s new, however, is the improvement in handling. The new Duster feels more planted, more agile, and far more capable when the road starts to twist. Whether you’re tackling corners in the hills or pushing harder on a flowing highway, there’s a reassuring sense of control.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/04/Renault_Duster_First_Impressions_Review_autoX_Rough_Road_Driving-1776686669994.webp" alt="Renault_Duster_First_Impressions_Review_autoX_Rough_Road_Driving.jpg" style="width: 100%; height: auto;">
      </div>
    </p><p>The steering deserves a special mention – it’s direct, nicely weighted, and full of feedback, almost as if it were a hydraulic setup. </p><p>There’s a level of communication here that’s increasingly rare in modern SUVs. All of these attributes combined make the Duster one of the most engaging driver’s SUVs in its class – in fact, calling it the most involving SUV to drive in the segment wouldn’t be an overstatement.</p><h2>Upping the Ante</h2><p>If there was one area where the old Duster fell short, it was features and perceived quality. That’s been addressed now. Step inside, and the difference is immediately apparent.</p><div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/04/Renault-Duster-View-Of-Steering-Console-And-Instrumentation-1776344868811.webp" alt="Renault Duster-View-Of-Steering-Console-And-Instrumentation.jpg" style="width: 100%; height: auto;">
      </div>
    <p>The cabin feels more modern, more premium, and far better put together. You get large infotainment screens, ventilated seats, electric seat adjustment, and even a panoramic sunroof – bringing it right in line with what buyers expect today. There are chunky buttons that make life easier, and just about every component feels solid and well put together. More importantly, the improvement in fit and finish is significant. Soft-touch materials, better plastics, and a more refined layout elevate the cabin experience. It no longer feels utilitarian – it finally feels contemporary and competitive.</p><h2>What’s Not So Great?</h2><p>While it’s still early days, there are two aspects that could limit the Duster’s appeal. First and foremost, there’s no diesel. While a hybrid is expected, it’s still some time away.</p><div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/04/Renault-Duster-Engine-Close-Up-1776344927634.webp" alt="Renault Duster-Engine-Close-Up.jpg" style="width: 100%; height: auto;">
      </div>
    <p>For now, there are only two turbo-petrol engine options – the 1.3-litre four-cylinder unit I drove and the smaller 1.0-litre three-cylinder from the Kiger. Both are likely to be thirstier than the naturally aspirated options offered by many rivals.</p><p>The second area is space and practicality. This is no Creta or Seltos when it comes to rear-seat comfort. Knee room is tight, and overall, it’s a smaller vehicle than its rivals.</p><div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/04/Renault-Duster-Rear-Seat-Space-1776344917480.webp" alt="Renault Duster-Rear-Seat-Space.jpg" style="width: 100%; height: auto;">
      </div>
    <p>So, if space and comfort are top priorities, the Duster doesn’t quite fit the bill. Not to mention, there’s no spare wheel on offer either.</p><h2>Verdict</h2><p>Let’s get one thing clear – the new-gen Duster isn’t trying to be a Creta or Seltos killer. Instead, it positions itself closer to the Taigun and Kushaq, which is to say it’s one of the most engaging SUVs to drive in its class. At the same time, it retains everything that made the original Duster great – ruggedness, ride quality, and driver appeal – while finally catching up in areas like quality and overall sophistication.</p><div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/04/Renault-Duster-Rear-Three-Quarter-1776344953534.webp" alt="Renault Duster-Rear-Three-Quarter.jpg" style="width: 100%; height: auto;">
      </div>
    <p>All told, the new Duster is going to have the cash registers ringing at Renault, just like the good old days...<br>  
</p>




<p>[tabs]</p>

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

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

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

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

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

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

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

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

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

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

<p>[/tab]</p>

<p>[/tabs]</p>

Renault Duster First Drive Impressions - Second Wind

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

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