Find the car reviews on upcoming and new cars in India from the experts. Get details on performance, handling, rideability, safety features, car comparisons.

<h2>Latest Car Reviews in India</h2>
<p>Unlock the world of four-wheelers with comprehensive hub for car reviews. We test hatchbacks, SUVs, sedans, convertibles, etc., to provide enthusiasts and daily drivers with honest expert car reviews. Our testers evaluate everything, including engine, safety technology, boot capacity, and infotainment, to deliver in-depth analysis on performance, comfort, and value.</p>
<p>Here, you can track new car reviews to understand how the feedback on <a href="https://www.autox.com/new-car-launches-in-india/">fresh launches</a> is. Also, get insights on pricing, waiting periods, and on-road experiences across cities like Delhi, Mumbai, and Bengaluru. Our evaluations simulate Indian realities such as bumpy highways, city congestion, monsoons, and fuel costs, providing practical insights. Besides this, what sets us apart? Side-by-side <a href="https://www.autox.com/compare-cars/">comparisons</a>, mileage tests, and buyer guides that help you pick the right ride. So, if you want to upgrade or buy your first car, keep watching this space for the latest car reviews.</p>

<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>

<div style="width: 100%; height: auto;" class="post-image">
    <img src="https://images.autox.com/uploads/2026/04/Audi-SQ8-rear-quarter-1777278593399.webp" alt="Audi SQ8 rear quarter.jpg" style="width: 100%; height: auto;">
</div>

<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>

<div style="width: 100%; height: auto;" class="post-image">
    <img src="https://images.autox.com/uploads/2026/04/Audi-SQ8-dashboard-1777278635339.webp" alt="Audi SQ8 dashboard.jpg" style="width: 100%; height: auto;">
</div>

<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>

<div style="width: 100%; height: auto;" class="post-image">
    <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;">
</div>

<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>

<div style="width: 100%; height: auto;" class="post-image">
    <img src="https://images.autox.com/uploads/2026/04/Audi-SQ8-engine-1777278762820.webp" alt="Audi SQ8 engine.jpg" style="width: 100%; height: auto;">
</div>

<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>

<div style="width: 100%; height: auto;" class="post-image">
    <img src="https://images.autox.com/uploads/2026/04/Audi-SQ8-cornering-1777281596335.webp" alt="Audi SQ8 cornering.jpg" style="width: 100%; height: auto;">
</div>

<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>

<div style="width: 100%; height: auto;" class="post-image">
    <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>

<table cellpadding="1" cellspacing="1">
    <tbody>
        <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?

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





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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

<p>[/tab]</p>

<p>[/tabs]</p>

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

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

<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>
<blockquote class="instagram-media" data-instgrm-permalink="https://www.instagram.com/reel/DVvhA6Mkwgz/?utm_source=ig_embed&amp;utm_campaign=loading" data-instgrm-version="14" style=" background:#FFF; border:0; border-radius:3px; box-shadow:0 0 1px 0 rgba(0,0,0,0.5),0 1px 10px 0 rgba(0,0,0,0.15); margin: 1px; max-width:540px; min-width:326px; padding:0; width:99.375%; width:-webkit-calc(100% - 2px); width:calc(100% - 2px);">
    <div style="padding:16px;"> <a href="https://www.instagram.com/reel/DVvhA6Mkwgz/?utm_source=ig_embed&amp;utm_campaign=loading" style=" background:#FFFFFF; line-height:0; padding:0 0; text-align:center; text-decoration:none; width:100%;" target="_blank">
            <div style=" display: flex; flex-direction: row; align-items: center;">
                <div style="background-color: #F4F4F4; border-radius: 50%; flex-grow: 0; height: 40px; margin-right: 14px; width: 40px;"><br></div>
                <div style="display: flex; flex-direction: column; flex-grow: 1; justify-content: center;">
                    <div style=" background-color: #F4F4F4; border-radius: 4px; flex-grow: 0; height: 14px; margin-bottom: 6px; width: 100px;"><br></div>
                    <div style=" background-color: #F4F4F4; border-radius: 4px; flex-grow: 0; height: 14px; width: 60px;"><br></div>
                <br></div>
            <br></div>
            <div style="padding: 19% 0;"><br></div>
            <div style="display:block; height:50px; margin:0 auto 12px; width:50px;"><svg width="50px" height="50px" viewBox="0 0 60 60" version="1.1" xmlns="https://www.w3.org/2000/svg" xmlns:xlink="https://www.w3.org/1999/xlink">
                    <g stroke="none" stroke-width="1" fill="none" fill-rule="evenodd">
                        <g transform="translate(-511.000000, -20.000000)" fill="#000000">
                            <g>
                                <path d="M556.869,30.41 C554.814,30.41 553.148,32.076 553.148,34.131 C553.148,36.186 554.814,37.852 556.869,37.852 C558.924,37.852 560.59,36.186 560.59,34.131 C560.59,32.076 558.924,30.41 556.869,30.41 M541,60.657 C535.114,60.657 530.342,55.887 530.342,50 C530.342,44.114 535.114,39.342 541,39.342 C546.887,39.342 551.658,44.114 551.658,50 C551.658,55.887 546.887,60.657 541,60.657 M541,33.886 C532.1,33.886 524.886,41.1 524.886,50 C524.886,58.899 532.1,66.113 541,66.113 C549.9,66.113 557.115,58.899 557.115,50 C557.115,41.1 549.9,33.886 541,33.886 M565.378,62.101 C565.244,65.022 564.756,66.606 564.346,67.663 C563.803,69.06 563.154,70.057 562.106,71.106 C561.058,72.155 560.06,72.803 558.662,73.347 C557.607,73.757 556.021,74.244 553.102,74.378 C549.944,74.521 548.997,74.552 541,74.552 C533.003,74.552 532.056,74.521 528.898,74.378 C525.979,74.244 524.393,73.757 523.338,73.347 C521.94,72.803 520.942,72.155 519.894,71.106 C518.846,70.057 518.197,69.06 517.654,67.663 C517.244,66.606 516.755,65.022 516.623,62.101 C516.479,58.943 516.448,57.996 516.448,50 C516.448,42.003 516.479,41.056 516.623,37.899 C516.755,34.978 517.244,33.391 517.654,32.338 C518.197,30.938 518.846,29.942 519.894,28.894 C520.942,27.846 521.94,27.196 523.338,26.654 C524.393,26.244 525.979,25.756 528.898,25.623 C532.057,25.479 533.004,25.448 541,25.448 C548.997,25.448 549.943,25.479 553.102,25.623 C556.021,25.756 557.607,26.244 558.662,26.654 C560.06,27.196 561.058,27.846 562.106,28.894 C563.154,29.942 563.803,30.938 564.346,32.338 C564.756,33.391 565.244,34.978 565.378,37.899 C565.522,41.056 565.552,42.003 565.552,50 C565.552,57.996 565.522,58.943 565.378,62.101 M570.82,37.631 C570.674,34.438 570.167,32.258 569.425,30.349 C568.659,28.377 567.633,26.702 565.965,25.035 C564.297,23.368 562.623,22.342 560.652,21.575 C558.743,20.834 556.562,20.326 553.369,20.18 C550.169,20.033 549.148,20 541,20 C532.853,20 531.831,20.033 528.631,20.18 C525.438,20.326 523.257,20.834 521.349,21.575 C519.376,22.342 517.703,23.368 516.035,25.035 C514.368,26.702 513.342,28.377 512.574,30.349 C511.834,32.258 511.326,34.438 511.181,37.631 C511.035,40.831 511,41.851 511,50 C511,58.147 511.035,59.17 511.181,62.369 C511.326,65.562 511.834,67.743 512.574,69.651 C513.342,71.625 514.368,73.296 516.035,74.965 C517.703,76.634 519.376,77.658 521.349,78.425 C523.257,79.167 525.438,79.673 528.631,79.82 C531.831,79.965 532.853,80.001 541,80.001 C549.148,80.001 550.169,79.965 553.369,79.82 C556.562,79.673 558.743,79.167 560.652,78.425 C562.623,77.658 564.297,76.634 565.965,74.965 C567.633,73.296 568.659,71.625 569.425,69.651 C570.167,67.743 570.674,65.562 570.82,62.369 C570.966,59.17 571,58.147 571,50 C571,41.851 570.966,40.831 570.82,37.631"></path>
                            </g>
                        </g>
                    </g>
                </svg></div>
            <div style="padding-top: 8px;">
                <div style=" color:#3897f0; font-family:Arial,sans-serif; font-size:14px; font-style:normal; font-weight:550; line-height:18px;">View this post on Instagram</div>
            </div>
            <div style="padding: 12.5% 0;"><br></div>
            <div style="display: flex; flex-direction: row; margin-bottom: 14px; align-items: center;">
                <div>
                    <div style="background-color: #F4F4F4; border-radius: 50%; height: 12.5px; width: 12.5px; transform: translateX(0px) translateY(7px);"><br></div>
                    <div style="background-color: #F4F4F4; height: 12.5px; transform: rotate(-45deg) translateX(3px) translateY(1px); width: 12.5px; flex-grow: 0; margin-right: 14px; margin-left: 2px;"><br></div>
                    <div style="background-color: #F4F4F4; border-radius: 50%; height: 12.5px; width: 12.5px; transform: translateX(9px) translateY(-18px);"><br></div>
                <br></div>
                <div style="margin-left: 8px;">
                    <div style=" background-color: #F4F4F4; border-radius: 50%; flex-grow: 0; height: 20px; width: 20px;"><br></div>
                    <div style=" width: 0; height: 0; border-top: 2px solid transparent; border-left: 6px solid #f4f4f4; border-bottom: 2px solid transparent; transform: translateX(16px) translateY(-4px) rotate(30deg)"><br></div>
                <br></div>
                <div style="margin-left: auto;">
                    <div style=" width: 0px; border-top: 8px solid #F4F4F4; border-right: 8px solid transparent; transform: translateY(16px);"><br></div>
                    <div style=" background-color: #F4F4F4; flex-grow: 0; height: 12px; width: 16px; transform: translateY(-4px);"><br></div>
                    <div style=" width: 0; height: 0; border-top: 8px solid #F4F4F4; border-left: 8px solid transparent; transform: translateY(-4px) translateX(8px);"><br></div>
                <br></div>
            <br></div>
            <div style="display: flex; flex-direction: column; flex-grow: 1; justify-content: center; margin-bottom: 24px;">
                <div style=" background-color: #F4F4F4; border-radius: 4px; flex-grow: 0; height: 14px; margin-bottom: 6px; width: 224px;"><br></div>
                <div style=" background-color: #F4F4F4; border-radius: 4px; flex-grow: 0; height: 14px; width: 144px;"><br></div>
            <br></div>
        </a>
        <p style=" color:#c9c8cd; font-family:Arial,sans-serif; font-size:14px; line-height:17px; margin-bottom:0; margin-top:8px; overflow:hidden; padding:8px 0 7px; text-align:center; text-overflow:ellipsis; white-space:nowrap;"><a href="https://www.instagram.com/reel/DVvhA6Mkwgz/?utm_source=ig_embed&amp;utm_campaign=loading" style=" color:#c9c8cd; font-family:Arial,sans-serif; font-size:14px; font-style:normal; font-weight:normal; line-height:17px; text-decoration:none;" target="_blank">A post shared by autoX (@autoxmag)</a></p>
    </div>
</blockquote>

<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>BMW Motorrad has pulled the covers off the BMW R 1300 GS Adventure Dark Edition, and this one is clearly aimed at riders who prefer a cleaner, darker look without changing what already works. There are no mechanical updates, and that’s not really a downside here. It will be sold only in France till 30 June 2026, priced at EUR 22,900 (Approx. Rs 25.54 lakh), which is EUR 1,700 (Approx. Rs 1.90 lakh) more than the standard model, placing it as a styling-focused version of BMW’s flagship ADV.</p><h2>BMW R 1300 GS Adventure Dark Edition: Design &amp; Features</h2><p>The design is where most of the changes sit. BMW has gone for a proper all-black theme across the motorcycle. You get black spoked wheels, black-finished tank scoops, and body panels that stick to a single-tone look. The tall windscreen comes with a dark tint, and even the deflectors follow the same treatment. It gives the bike a more serious road presence without adding unnecessary elements. Along with that, BMW has included an alarm system and heated seats for both rider and pillion, which adds a bit of everyday usability.</p><p><strong>Also Read:&nbsp;</strong><a href="https://www.autox.com/reviews/bike-reviews/bmw-f-450-gs-review-the-perfect-gs-for-india-123431/">BMW F 450 GS Review: The Perfect GS for India?</a></p><p>In terms of features, it continues with the same setup as the standard R 1300 GS Adventure. That means Dynamic Cruise Control comes as standard, along with Dynamic Traction Control and ABS. There are four riding modes available: Eco, Rain, Road, and Enduro, which cover most riding conditions. You also get heated grips and additional LED auxiliary lights, which are actually useful during long rides and low-light conditions. There are no extra electronics added, but the existing setup already feels complete.</p><h2>BMW R 1300 GS Adventure Dark Edition: Engine</h2><p>Under the tank, everything stays the same. The 1,300cc air and liquid-cooled boxer twin engine continues to produce 145bhp at 7,750rpm and 149Nm at 6,500rpm. It is paired with a six-speed gearbox. The bike also carries forward BMW’s Telelever front and Paralever EVO rear suspension setup, along with Dynamic Suspension Adjustment as standard. This combination keeps the bike stable on highways while still being capable when the surface gets uneven or broken.</p><p>The R 1300 GS Adventure has already proven its value for BMW in global markets. In 2025, it recorded sales of 33,570 units, making it the brand’s top-selling motorcycle. In the UK as well, it led the adventure segment for most of the year. The Dark Edition builds on that same platform and simply offers a different visual option. For now, it remains limited to France, and there is no confirmation yet for markets like India.</p>

BMW R 1300 GS Adventure Dark Edition Revealed with Blacked-Out Design

BMW R 1300 GS Adventure Dark Edition gets an all-black design with tinted screen, black wheels, and dark body panels, giving the flagship ADV a clean, stealth look

<p>JLR India has revised the pricing of the Range Rover SV, and this is not a small price cut. The flagship SUV now costs Rs 3.5 crore, ex-showroom, down from Rs 4.25 crore. That is a straight Rs 75 lakh cut, or about 17.7 per cent. For a car at this level, such a drop is significant and clearly timed with the expected changes in import duties under the India-UK trade deal. It also signals how brands are preparing early for policy shifts that could reshape pricing.</p><p><strong>Also Read:&nbsp;</strong><a href="https://www.autox.com/news/car-news/2026-range-rover-sport-autobiography-launched-at-rs-160-crore-gets-petrol-and-diesel-engines-123428/">2026 Range Rover Sport Autobiography Launched at Rs 1.60 Crore: Gets Petrol and Diesel Engines</a></p><p>The same story continues with the Range Rover Sport SV Edition Two. It is now priced at Rs 2.35 crore, ex-showroom, which is Rs 40 lakh lower than its earlier Rs 2.75 crore tag. That works out to roughly a 15 per cent reduction. Both these updates are already in effect, and importantly, they apply only to the SV variants, which come in as fully built units from the United Kingdom.</p><p>
      
    
      
    <img src="https://images.autox.com/uploads/2026/05/Range-Rover-Sport-SV-Edition-1777972531652.webp" alt="Range Rover Sport SV Edition.png" style="width: 100%; height: auto;"></p><p>Along with the price revision, JLR has also tweaked the equipment list. The Range Rover SV now includes Ultra Metallic paint options in both Gloss and Satin finishes as standard. It is a change that widens the choice for buyers without adding to the cost. For now, JLR India has not indicated any further updates to features or specifications.</p><h2>JLR's Second Price Revision in Under a Year</h2><p>In 2025, JLR reduced prices by up to Rs 30.4 lakh across the Range Rover and Range Rover Sport range following GST 2.0 changes. This latest revision is much larger and is directly linked to the anticipated rollout of the India-UK Free Trade Agreement, which was signed in 2025 but is yet to be implemented.</p><p>As for the rest of the portfolio, prices remain unchanged. This includes locally assembled models like the standard Range Rover and Range Rover Sport, along with the Range Rover Evoque, Range Rover Velar, and Discovery Sport. The Defender and Discovery also remain unaffected, as both are produced in Slovakia and fall outside the scope of the India-UK FTA.</p>

Range Rover SV Gets Rs 75 Lakh Price Cut Ahead of India-UK FTA Rollout

Range Rover SV price cut by Rs 75 lakh ahead of India-UK FTA rollout. Range Rover Sport SV also gets up to Rs 40 lakh reduction in India.

<p>Mahindra has revealed a new all-terrain vehicle for the Indian Armed Forces, and it looks built with a clear purpose. Based on the Mahindra Thar Roxx, this ATV was shared by Anand Mahindra through official images online. Details are still limited, but this is clearly not a concept for show. It shows Mahindra’s focus on building vehicles that can handle extreme terrain, where regular <a href="https://www.autox.com/suv-cars-in-india/">SUVs </a>simply cannot operate, with a strong focus on durability and usability.</p><p><strong>Also Read:&nbsp;</strong><a href="https://www.autox.com/news/industry-news/mahindra-thar-scorpio-n-and-more-become-more-expensive-by-up-to-25-per-cent-123266/">Mahindra Thar, Scorpio N and More Become More Expensive by Up to 2.5 per Cent</a></p><p>The base comes from the Mahindra Thar Roxx, but the changes are extensive. All comfort-focused elements have been removed, and the focus is now on functionality. It gets an open-body structure with a roll cage, giving it a more utilitarian layout. You also notice the tandem tyre setup, which adds to its readiness for long operations in tough terrain.</p><h2><strong>Thar Roxx Based Mahindra ATV: Hardware</strong></h2><p>The hardware is straightforward and practical. There is a front-mounted winch for recovery when the vehicle gets stuck. It also gets mounts for equipment, including a dedicated gun mount, jerrycans for extra fuel, and space for two spare wheels. There is underbody protection as well, and even the windshield has a guard. Everything here serves a clear purpose in real-world use.</p><p>
      <br></p><div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/05/Thar-Roxx-Based-Mahindra-ATV-(2)-1777959810931.webp" alt="Thar Roxx Based Mahindra ATV (2).png" style="width: 100%; height: auto;">
      </div>
    <p><br></p><p>Another key detail is its air-drop capability. The ATV can be deployed from aircraft, allowing it to reach areas without road access. This adds to its usability in different types of missions. It is not just about off-road ability, but also about reaching remote locations quickly when needed.</p><h2><strong>Thar Roxx Based Mahindra ATV: Powertrain</strong></h2><p>Mahindra has not shared engine details yet. Since it is based on the <a href="https://www.autox.com/new-cars/mahindra/thar-roxx/">Mahindra Thar Roxx</a>, it could use the 2.2-litre diesel or the 2.0-litre turbo petrol engine. The final version for defence use may be different. Petrol engines are usually more suitable at high altitudes, where diesel engines can face some limitations.</p><p>
      <br></p><div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/05/Thar-Roxx-Based-Mahindra-ATV-(1)-1777959805925.webp" alt="Thar Roxx Based Mahindra ATV (1).png" style="width: 100%; height: auto;">
      </div>
    <p><br></p><p><a href="https://www.autox.com/new-cars/mahindra/">Mahindra</a> already supplies vehicles like the Armado, Marksman, and Rakshak to the Indian Armed Forces. The Scorpio is also used in service. There is no confirmation yet on when this ATV will enter service, and it is unlikely to be available for civilian buyers.</p>

Thar Roxx Based Mahindra ATV Revealed For Indian Armed Forces 

Mahindra Thar Roxx-based ATV gets open body, roll cage, winch, jerrycan mounts, and air-drop capability, built for tough terrain and defence operations.

<p>A heavily camouflaged test mule of the all-electric<a href="https://www.autox.com/new-cars/maruti-suzuki/jimny/"> Suzuki Jimny </a>EV has been spotted during cold-weather testing in snowy conditions. The sighting included two camouflaged prototypes, indicating that development is progressing at an advanced stage. Suzuki has not made any official announcement regarding an electric Jimny so far. However, winter testing in such low-grip conditions suggests that the project has moved beyond early evaluation stages and is now undergoing more detailed validation in demanding environments.</p><p><strong>Also Read:&nbsp;</strong><a href="https://www.autox.com/news/car-news/maruti-suzuki-brezza-facelift-india-launch-soon-heres-what-to-expect-123441/">Maruti Suzuki Brezza Facelift India Launch Soon? Here's What to Expect</a></p><p>Suzuki has not shared any timeline, production plans or target markets for the Jimny EV. However, rigorous testing points to ongoing development progress for this upcoming electric SUV. The key consideration for the final product will be balancing electric vehicle requirements such as battery weight and driving range with the traditional off-road capability that defines the Jimny nameplate.</p><h2><strong>Suzuki Jimny EV: Expected Design</strong></h2><p>The prototype largely retains the familiar, rugged design of the current petrol Jimny. Its boxy shape, upright stance and short overhangs remain unchanged, which suggests Suzuki is not planning a major visual overhaul. These iconic elements continue to define the Jimny’s identity and play a major role in its off-road capability.</p><p>
      <br></p><div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/05/Suzuki-Jimny-EV-spotted-1777901031467.webp" alt="Suzuki Jimny EV spotted.png" style="width: 100%; height: auto;">
      </div>
    <p><br></p><p>Some changes are visible at the front. The front grille appears mostly closed, which is typical for electric vehicles due to lower cooling requirements. The lighting elements look slimmer, and the lower bumper features openings that are likely designed to support cooling for the EV battery and related electrical components.</p><h2><strong>Suzuki Jimny EV: Expected Interior</strong></h2><p>There are no interior spy shots of the cabin at this stage, but the overall layout is expected to remain similar to the current model. Suzuki is likely to retain the simple and functional design, while adding EV-specific elements to support the electric powertrain.</p><p>Updates may include a revised infotainment display, additional driving information related to battery usage, range estimation, and improved connectivity features. The electric setup is also expected to improve cabin refinement, especially in urban driving conditions where reduced noise and smoother operation can enhance overall comfort.</p><h2><strong>Suzuki Jimny EV: Expected Powertrain</strong></h2><p>Suzuki has not disclosed any technical details about the electric powertrain yet. The current petrol version uses a 1.5-litre engine producing 102bhp and is paired with a four-wheel-drive (4WD) system designed for serious off-road use. If it enters production, the electric Jimny may adopt a dual-motor setup to maintain its signature off-road performance.</p><p><a href="https://carsauce.com/news/suzuki-jimny-ev-spied-testing-and-it-keeps-its-proper-off-road-hardware">Source</a></p>

Suzuki Jimny EV Spotted Testing; Electric Off-Roader in the Works

Suzuki Jimny EV spotted testing reveals boxy design, closed grille and subtle EV styling while retaining its classic off-road look and proportions.

<p>BMW seems to be lining up the X6 for a return to India. The coupe-<a href="https://www.autox.com/suv-cars-in-india/">SUV</a> was recently showcased in India by the German&nbsp;car maker, and that usually means a launch is not too far away. The model was taken off sale in January 2023, so this will mark its comeback. The version expected here is the M60i xDrive.</p><p>The BMW X6 M60i blends performance with everyday usability. It is powered by a 4.4-litre twin-turbo V8 with a mild-hybrid system, and comes with features like rear-wheel steering, a curved dual-screen setup, ventilated seats, ADAS, and a Harman Kardon sound system, making it a well-rounded performance SUV.</p><h2><strong>BMW X6 M60i SUV: Design</strong></h2><p>The X6 has always been about standing out, and that has not changed. It mixes SUV size with a coupe-like roofline, which gives it a very different road presence compared to more conventional luxury SUVs.</p><p><strong>Also Read:&nbsp;</strong><a href="https://www.autox.com/news/car-news/bmw-m440i-convertible-launched-in-india-at-rs-109-crore-123466/">BMW M440i Convertible Launched in India at Rs 1.09 Crore</a></p><p>Up front, you get a blacked-out kidney grille with vertical slats and slim LED headlights. The bumper has large air intakes and a gloss black finish, which adds a bit of aggression without going over the top. Along the sides, the sloping roofline is the main highlight, and the 21-inch wheels fill up the arches well. The red brake callipers add a subtle contrast.</p><p><img src="https://images.autox.com/uploads/2026/05/BMW-X6-M60i-Coupe-SUV-Rear-1777893124927.webp" alt="BMW X6 M60i Coupe-SUV Rear.png" style="width: 100%; height: auto;"></p><p>At the rear, the design stays clean with wraparound LED tail-lights, a black bumper, and twin exhaust outlets. It is a big SUV, but the styling helps it look lower and wider than it actually is.</p><h2><strong>BMW X6 M60i SUV: Interior</strong></h2><p>The interior layout is neat and driver-focused, with the curved display taking centre stage. You get a 14.9-inch infotainment screen paired with a 12.3-inch digital instrument cluster.</p><p>The good bit is that it is not all touch-based. There are still physical controls where they matter, which makes it easier to use on the move. The cabin also gets ambient lighting and a clean dashboard layout.</p><p>
      
    <img src="https://images.autox.com/uploads/2026/05/BMW-X6-M60i-Coupe-SUV-Interior-1777893128209.webp" alt="BMW X6 M60i Coupe-SUV Interior.png" style="width: 100%; height: auto;"></p><p>Features include ventilated front seats with memory, a panoramic sunroof, wireless charging, powered tailgate, and a tyre pressure monitoring system. It also gets rear-wheel steering, which should help in tight parking spots. The India-spec car is expected to come with ADAS and a Harman Kardon sound system as well.</p><h2><strong>BMW X6 M60i SUV: Engine</strong></h2><p>As mentioned, the X6 M60i uses a 4.4-litre twin-turbo V8 petrol engine with a 48V mild-hybrid setup. It produces 516bhp and 750Nm, and sends power to all four wheels through an eight-speed automatic gearbox and BMW’s xDrive system.</p><p>
      
    <img src="https://images.autox.com/uploads/2026/05/BMW-X6-M60i-Coupe-SUV-Alloy-Wheel-1777893132249.webp" alt="BMW X6 M60i Coupe-SUV Alloy Wheel.png" style="width: 100%; height: auto;"></p><p>Performance is strong for a car of this size. <a href="https://www.autox.com/new-cars/bmw/">BMW</a> claims it can do 0 to 100km/h in 4.3 seconds, with the top speed limited to 250km/h.</p><p>If launched, it will take on the <a href="https://www.autox.com/new-cars/audi/sq8/">Audi SQ8</a>, <a href="https://www.autox.com/new-cars/mercedes-benz/amg-gle-coupe/">Mercedes-AMG GLE Coupe</a>, and <a href="https://www.autox.com/new-cars/porsche/cayenne-coupe/">Porsche Cayenne Coupe</a> in India.<br></p>

BMW X6 M60i Coupe-SUV Showcased in India; Launch Soon?

BMW X6 M60i showcased in India with V8 engine, coupe SUV styling, and modern features such as curved dual-screen setup and ADAS. Launch in India expected soon.

<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;">
</p>
<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;">
</p>
<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;">
</p>
<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?

Car Reviews

Latest Car Reviews in India

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

Audi SQ8 First Drive Review: Balancing Act

BMW M440i Convertible Review: 369bhp Drop-Top Rocketship

Renault Duster First Drive Impressions - Second Wind

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

Car Reviews Faqs

Q: What do your car reviews cover?-

Q: Are these expert car reviews reliable?+

Q: Where to find reviews on the latest cars?+

Q: Do you feature new car reviews?+

Recent Posts