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<p>
The off-road motorcycle scene in India is gaining serious momentum. For KTM enthusiasts, the 390 Adventure has been the default choice. Yet, for those craving serious dirt capabilities, extensive aftermarket modifications became the norm. Was KTM paying attention? It appears so. Enter the 390 Enduro R – a machine that promises better off-road performance while retaining the trusted 390 platform. So, is this the factory-built solution riders have been waiting for? We took it to the trails at Pro Dirt Adventure Park to find out.</p>

<h2>KTM 390 Enduro R Design &amp; Styling: Serious Off-Road Intent</h2>

<p>First impressions matter, and the Enduro R certainly makes a strong one. While it shares its underpinnings with the 390 Adventure, its stance is noticeably more aggressive and purpose-built. The vibrant KTM orange colour screams performance, and the bike looks broader and tougher  – visually more rugged than the 390 Adventure.</p><div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/04/1744278025044-sv8w-4-(1)-(1).webp" alt="KTM 390 Enduro R" style="width: 100%; height: auto;">
      </div>
    <p>The key change here is the sharp, minimalist LED headlight assembly, which is inspired by KTM’s hardcore EXC enduro bikes, quickening the pulse of any enthusiast. The 43mm WP Apex front forks and a matching monoshock at the rear signal serious off-road intent. Smart touches like pigmented body panels (designed to resist scratches), along with standard handguards, crash protection, and an engine bash plate, underscore its ready-for-anything character.</p><p>Beneath the skin, KTM India has made some interesting calls. The Enduro R retains the same suspension components as the 390 Adventure, offering 200mm of travel at the front and 205mm at the rear – shorter than the international model’s 230mm, which significantly lowers the seat height, making it more practical for our market.</p><div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/05/KTM-390-Enduro-R-Stand-View-1747313164247.webp" alt="KTM 390 Enduro R-Stand-View.jpg" style="width: 100%; height: auto;">
      </div>
    <p>The most consequential upgrade is the new wheelset – a 21-inch front and 18-inch rear spoked rim combo, replacing the Adventure’s 17-inch rear setup. These are shod with Mitas Enduro Trail E07+ tyres – 90-section front and a fatter 140-section rear. This setup, along with revised suspension tuning, has raised the ground clearance to an impressive 253mm (up from the Adventure’s 237mm). To ensure a slimmer profile, the fuel tank has been downsized to 9 litres from the Adventure’s 14.5 – while it affects the range, it also reduces the kerb weight to 177kg (5kg lighter than the Adventure), enhancing its handling capabilities.</p>

    
  
    
  


<h2>KTM 390 Enduro R Ergonomics &amp; Features</h2>

<p>The new Enduro R strikes a thoughtful balance between functional tech and minimalist design. It features all the essential off-road hardware, which includes dual-channel ABS with an off-road mode, traction control, and selectable Street and Off-road ride modes – notably, there’s no Rain mode as found on the 390 Adventure.</p><div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/05/KTM-390-Enduro-R-Speedometer-1747313158262.webp" alt="KTM 390 Enduro R-Speedometer.jpg" style="width: 100%; height: auto;">
      </div>
    <p>The updated switchgear feels tactile and intuitive, and there is a dedicated button to disable rear ABS on the fly, making transitions to dirt riding quick and seamless. The smaller TFT display is sharp, legible, and easy to navigate, offering smartphone connectivity and clear ride mode indicators. Within Off-road mode, riders can customise their experience by disabling traction control and even the quickshifter.</p><p>Swinging a leg over the Enduro R immediately reveals its intent. At 860mm, the seat height is 30mm taller than the 390 Adventure’s, which may pose a challenge for shorter riders, especially in tricky situations. It’s worth noting that the international version sits even higher at 890mm, adding an even bigger hurdle for less-experienced riders to climb (pun intended).</p><div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/05/KTM-390-Enduro-R-Motion1-1747313212204.webp" alt="KTM 390 Enduro R-Motion1.jpg" style="width: 100%; height: auto;">
      </div>
    <p>The pillion grab rails, while practical, extend upward rather prominently and can snag a leg during mounting. That said, once seated, the bike feels purpose-built. The long, firm seat offers excellent support and ample fore-aft movement – crucial for managing traction off-road. The centrally-mounted footpegs and wide handlebars form a confident and comfortable rider triangle, ideal for both seated cruising and aggressive stand-up riding. One minor drawback, inherited from the Adventure, is the tendency of the plastic side panels to get scuffed over time, especially with off-road boots.</p>

    
  
    
  


<h2>KTM 390 Enduro R Engine Performance &amp; Off-Road Capability</h2>

<p>At its core, the 390 Enduro R retains the familiar 399cc LC4c engine, producing the same 46bhp and 39Nm of torque as the 390 Adventure. However, revised engine mapping and a shorter final drive ratio (14/48 vs 14/46) result in a noticeable difference.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/12/KTM_Enduro_R_Engine_Review_autoX-1764747862703.webp" alt="KTM_Enduro_R_Engine_Review_autoX.jpg" style="width: 100%; height: auto;">
      </div>
    </p><p>Given its reduced weight, the Enduro R feels livelier and more urgent, delivering an extra dose of punch. It remains a rev-happy motor, offering strong performance through the mid-range and top-end. That said, riders navigating tight, technical terrain may still crave a bit more low-end grunt. This is an engine that demands rider engagement, rewarding active, energetic inputs. The six-speed gearbox is well-spaced and shifts cleanly, with first and second gears proving particularly useful for both city commuting and trail riding. Despite a smaller 285mm front disc (down from 320mm on the Adventure), braking performance is strong.</p><p>Where the 390 Enduro R truly earns its stripes is off the beaten path. The revised suspension tuning makes an immediate impression. It’s far more compliant than that of the 390 Adventure – it soaks up bumps, ruts, and undulations with a newfound composure. That familiar issue of front-end bottoming on sharp hits and heavy landings has been largely resolved.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/12/KTM_Enduro_R_Suspension_Review_autoX-1764747890741.webp" alt="KTM_Enduro_R_Suspension_Review_autoX.jpg" style="width: 100%; height: auto;">
      </div>
    </p><p>The bike now settles quickly and confidently, encouraging riders to carry more speed through demanding terrain. However, with the 18-inch rear wheel and 205mm of travel, the rear end tends to bottom out with harder hits. Impressively, this newfound off-road capability doesn’t come at the cost of on-road performance. Thanks to its Duke-derived chassis, the Enduro R remains agile and engaging on the tarmac, carving corners with a sharpness few dual-purpose bikes in India can match.</p>

    
  
    
  


    
  
    
  
<h2>KTM 390 Enduro R Verdict: Should You Buy One?</h2>

<p>Overall, the 390 Enduro R stands out as the most capable off-road machine in KTM India’s 390 lineup. With its reduced weight, revised gearing, properly tuned and adjustable suspension, and the all-important 21/18 spoked wheel setup, it’s a machine that truly shines once the road ends. It thoughtfully addresses many of the standard Adventure’s shortcomings for serious off-road use. That said, in its stock trim, it’s neither a hardcore enduro weapon nor a proper tourer. The smaller fuel tank, high-strung engine character (for some), and tall seat height clearly define its niche. This is a bike best suited for enthusiasts who blend spirited road riding with challenging weekend trail adventures, or, perhaps, for dirt riders looking for a versatile road-legal second bike.</p><div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/05/KTM-390-Enduro-R-Motion-1747313152284.webp" alt="KTM 390 Enduro R-Motion.jpg" style="width: 100%; height: auto;">
      </div>
    

<p>Against its chief rival, the Royal Enfield Himalayan 450, the Enduro R offers a sharper, more performance-focused alternative, albeit at a higher price. It’s not just a modified Adventure – it’s a thoughtfully created, factory-built response to what KTM fans have long been asking for. And the best part? KTM India has confirmed that the full-blown international-spec Enduro R will also join the lineup, giving riders the option of a no-compromise package straight from the showroom.
</p>




<p>[tabs]</p>

<p>[tab title="<strong>KTM 390 Enduro R </strong>"]</p>

<p><strong>Engine:</strong> 399cc Single-cylinder </p>

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

<p><strong>Power:</strong> 46bhp </p>

<p><strong>Torque:</strong> 39Nm</p>

<p><strong>Fuel:</strong> Petrol</p>
 
<p><strong>Price:</strong> ₹3.36 Lakh Ex showroom</p>

<p><strong>X-Factor:&nbsp;</strong><em>No other motorcycle at this price point offers such a compelling blend of on- and off-road versatility as the 390 Enduro R.</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, suspension, handling.</p>

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

<p>[/tab]</p>

<p>[/tabs]</p>


KTM 390 Enduro R First Ride Review - R-eality Check

KTM fans have long desired a more serious off-road machine based on the 390 platform. The Enduro R promises to deliver just that. But does it live up to the hype?

<p>
I have a long history with the Volkswagen Tiguan. It’s a car that I’ve admired over the years and driven extensively. In fact, over the past six years or so, I’ve spent considerable time behind the wheel of at least four variations of the Tiguan. It wouldn’t be an exaggeration to say that I might have driven the Tiguan more extensively than anyone else in India. So, when the brand-new generation of the SUV that I truly love driving arrived, I was quite eager to find out what all had changed. Here’s what I think of the new Tiguan, and whether it’s worth your money or not.</p>

<h2>Volkswagen Tiguan R-Line Interior Review – Screens, Tech &amp; Quality</h2>

<p>The interior of the Tiguan is all-new, with a massive infotainment touchscreen in the centre of the dashboard, giving it a far more luxurious feel compared to the previous generation.</p><div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/07/Volkswagen-Tiguan-R-Line-View-Of-Steering-Console-And-Instrumentation-1752818840078.webp" alt="Volkswagen Tiguan R-Line-View-Of-Steering-Console-And-Instrumentation.jpg" style="width: 100%; height: auto;">
      </div>
    <p>The display features configurable shortcut buttons along the top and bottom, and the large central home screen displays the sat nav, music, and other important information. It’s fast, responsive and has bright, clear graphics. However, you still get Volkswagen’s unintuitive touch-sensitive sliders for climate control. On the plus side, there is an excellent digital instrument display as standard, now larger than the one in the previous model. It wouldn’t be a stretch to say that the new Tiguan has one of the most modern, high-tech cabins in the mid-sized SUV segment.</p><p>While the old Tiguan’s simple Teutonic design had its appeal, it was starting to look dated. The new model addresses that with sleek LED headlights that merge into a full-width black panel, giving the front a fresh new look.</p><div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/05/Volkswagen-Tiguan-R-Line-Rear-view-1747374820060.webp" alt="Volkswagen Tiguan R-Line-Rear-view.jpg" style="width: 100%; height: auto;">
      </div>
    <p>At the rear, a similar light panel runs along the boot lid. Overall, especially in the brighter colour options, paired with the 19-inch wheels, the new Tiguan looks refreshing and quite attractive. The prominent headlights and taillights give it an imposing presence on the road.</p>

    
  
    
  


<h2>Volkswagen Tiguan R-Line Driving Experience – Ride, Refinement &amp; Handling</h2>

<p>Behind the wheel, the Tiguan is quiet, comfortable, and refined to drive, both in the city and on the highway. The suspension is well-tuned and soaks up big bumps with ease while keeping the car stable and composed. This makes the Tiguan a great car for daily driving, but the light steering and refined suspension mean that it’s not the most exciting car on twisty roads, even with its sportiest setting.</p><div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/05/Volkswagen-Tiguan-R-Line-side-profile-dynamic-1747374034112.webp" alt="Volkswagen Tiguan R-Line-side-profile-dynamic.jpg" style="width: 100%; height: auto;">
      </div>
    

    
  
    
  


<p>The Tiguan strikes a sweet spot in terms of dimensions – it’s big enough to offer a spacious interior, yet compact enough to remain easy and unintimidating to drive in urban settings. Visibility is pretty good, and the high seating position gives you a commanding view of the road ahead.</p>

<p>Its light steering makes tight manoeuvres effortless, so much so that it makes you almost forget that you’re driving a practical SUV.</p><p>The suspension is well-tuned too – if you hit a big speed bump, it doesn’t send a harsh jolt through the cabin and settles down quickly. That said, there is a slightly firm edge to it, which means that sharper imperfections, such as potholes, are quite noticeable.</p><div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/05/Volkswagen-Tiguan-R-Line-Rear-Three-Quarter-1747374552787.webp" alt="Volkswagen Tiguan R-Line-Rear-Three-Quarter.jpg" style="width: 100%; height: auto;">
      </div>
    

    
  
    
  
  


<p>On the highway, the Tiguan’s comfort and refinement continue to impress. It remains quiet at higher speeds, and the suspension deals with most road irregularities with ease, although a bit of road noise does filter in.</p>

<p>As with most cars that prioritise comfort and refinement, you have to make some sacrifices in terms of having fun on twisty roads. The tyres offer decent grip, but the steering is quite light and lacks feedback, which somewhat knocks your confidence, meaning you have to hold back a bit.</p><p>Switching the Tiguan to Sport mode makes the throttle more responsive, and the gearbox becomes more willing to downshift when you accelerate.</p><div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/07/Volkswagen-Tiguan-R-Line-start-stop-switch-1752818886074.webp" alt="Volkswagen Tiguan R-Line-start-stop-switch.jpg" style="width: 100%; height: auto;">
      </div>
    <p>Once you get in the groove, it shifts up and down quickly, responding to your inputs far better than in the standard setting. That said, the experience still feels a bit synthetic and lacks the fun of spirited driving.</p>

    
  
    
    


<h2>Volkswagen Tiguan R-Line Space, Seating &amp; Boot Capacity Explained</h2>

<p>The Tiguan is a pretty large car, so it’s no surprise that the front seats feel expansive. There are loads of adjustments for both the seats and the steering wheel, making it easy for drivers of all shapes and sizes to find a comfortable driving position.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/12/Volkswagen_Tugian_R-Line_Front_Seats_Review_autoX-1764747430127.webp" alt="Volkswagen_Tugian_R-Line_Front_Seats_Review_autoX.jpg" style="width: 100%; height: auto;">
      </div>
    </p><p>Since we get the R-Line version in India, the sports seats are absolutely fantastic, with impressive lumbar and side support – they are really very comfortable. However, they lack electric adjustment, which might be a drawback for some customers. Another notable omission is keyless entry and exit – a feature I personally value and find frustrating to do without.</p><p>In the rear, the Tiguan offers impressive space, befitting a family SUV. Two six-footers can easily sit behind front passengers of similar height, with plenty of knee and headroom for both. The rear bench is quite flat, and the centre seat is relatively wide, so a third passenger can ride in reasonable comfort as well.</p><div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/05/Volkswagen-Tiguan-R-Line-Rear-Space-1747374590229.webp" alt="Volkswagen Tiguan R-Line-Rear-Space.jpg" style="width: 100%; height: auto;">
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<p>With 652 litres of boot space, the new Tiguan offers one of the largest boots in a two-row SUV. It’s not just big but also quite practical. There’s no load lip between the boot opening and the floor, so you don’t have to hoist items into it. The rear seats fold completely flat, allowing you to slide items all the way in without any obstruction.</p>

<h2>Tiguan R-Line Features &amp; Cabin Quality – Touchscreen, Materials &amp; Tech</h2>

<p>The new Tiguan’s interior has undergone a thorough transformation, and the centrepiece is a 12.9-inch touchscreen infotainment display, now standard across the range. It controls all of the car’s major functions and marks a significant upgrade over the previous generation model.</p><div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/03/1742897697837-jrt1-Volkswagen-Tiguan-R-Line-Rear-Interior.webp" alt="Volkswagen Tiguan R-Line Rear Interior.jpg" style="width: 100%; height: auto;">
      </div>
    

<p>The new system software feels much closer to modern smartphones, with features like multiple home screens, configurable shortcuts and widgets, and gestures such as press-and-hold for adjustments. Climate controls have been moved to a slim bar at the bottom of the display, and just below it are touch-sensitive sliders for volume and temperature. While this setup is slightly better executed than in some other VW models, it still takes time to get used to and isn’t the most intuitive.</p>

<p>That said, the interior quality is excellent throughout – it’s certainly a cut above a lot of SUVs in this price range.</p><div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/05/Volkswagen-Tiguan-R-Line-Steering-Controls-1747374119426.webp" alt="Volkswagen Tiguan R-Line-Steering-Controls.jpg" style="width: 100%; height: auto;">
      </div>
    <p>Soft-touch plastics and solid build quality give the cabin a premium feel, and everything feels well put together. But if you start poking around, you’ll find a few hard plastic bits, like on the lower part of the centre console and the rear door cards.</p>

<h2>Volkswagen Tiguan R-Line Verdict – Price, Value &amp; Should You Buy It?</h2>

<p>As someone who has been a fan of the Tiguan since it was launched in India back in 2018, I’d say that the latest version is a massive upgrade and a worthy one. Sure, the price has considerably increased – it’s now a CBU import rather than being assembled locally in India  – but the quality, driving appeal, and overall feel of the car have also seen a massive improvement, which easily justifies its increased price. That said, it’s the new interior, in particular, that makes it feel like a true luxury SUV now.</p><div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/07/Volkswagen-Tiguan-R-Line-1752818101552.webp" alt="Volkswagen Tiguan R-Line.jpg" style="width: 100%; height: auto;">
      </div>
    

<p>Sure, it isn’t cheap, but at this price point, it is nigh on impossible to find an SUV that drives better. That’s why I’m thinking of requesting VW India for another long-term Tiguan as soon as possible.
</p>




<p>[tabs]</p>

<p>[tab title="<strong>Volkswagen Tiguan R-Line</strong>"]</p>

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

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

<p><strong>Power:</strong> 201bhp </p>

<p><strong>Torque:</strong> 320Nm</p>

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

<p><strong>X-Factor:&nbsp;</strong><em>If you’re looking for a great fun-to-drive SUV under ₹50 lakh, the Tiguan is your answer!</em></p>

<table cellpadding="1" cellspacing="1">
	<tbody>
		<tr>
			<td>
			<p><strong>Pros &nbsp;</strong>&nbsp; &nbsp;&nbsp;&nbsp; &nbsp;&nbsp;&nbsp;<br>
			•&nbsp; Luxurious interior, fun to drive</p>

			</td>
			<td>
			<p><strong>Cons</strong><br>
			• Not cheap, lacks some features</p>
			</td>
		</tr>
	</tbody>
</table>

<p>[/tab]</p>

<p>[/tabs]</p>


Volkswagen Tiguan R-Line Review - Fun in an SUV!

The Tiguan makes a comeback in a brand new avatar. Our in-house Tiguan expert takes it for a spin to find out what it offers.  

<p>The Kia Carens has been selling well in the market, surpassing the sales milestone of 2 lakh units since its launch in 2021. More than three years on, this three-row offering was due for an update. But instead of introducing a direct replacement for the old model, Kia has launched a new, more premium and feature-rich vehicle based on the Carens: the Carens Clavis. While Carens reflects its lineage, Clavis derives from a Latin phrase meaning ‘the Golden Key’. So, what key updates set the Carens Clavis apart from the standard Carens?</p>

<p>Let’s find out.</p>

<h2>Kia Carens Clavis Looks: MPV Turned SUV</h2>

<p>Despite sharing its underpinnings with the Carens, the Clavis sports a distinctly different look. This is largely due to design elements like the new Digital Tiger Nose grille and the striking Star Map LED DRLs paired with a redesigned headlamp cluster. The front fascia is mostly closed off – reminiscent of electric vehicles – and resembles Kia’s newer models like the Syros and EV9. A prominent silver-finished chrome skid plate at both ends adds a rugged, SUV-like character, further enhanced by the raised bonnet, which gives the front-end profile a more commanding presence.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/06/Kia-Carens-Clavis-alloy-wheel-1749466914961.webp" alt="Kia Carens Clavis-alloy-wheel.jpg" style="width: 100%; height: auto;">
      </div>
    </p><p>Contributing to its more premium appearance are the 17-inch alloy wheels, an inch larger than those on the standard Carens. In terms of dimensions, the Clavis is 10mm longer, while the rest of its measurements remain unchanged. As a result, it has the same boot capacity as the Carens – 216 litres.</p>

    
  
    
  


<h2>Kia Carens Clavis Interior: Premium Cabin and New Tech Features</h2>

<p>Step inside the Clavis, and you are welcomed by a noticeably more premium and modern cabin. There’s a clear focus on technology and aesthetics, with improved materials on the dashboard that are both visually appealing and well-finished.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/06/Kia-Carens-Clavis-View-Of-Steering-Console-And-Instrumentation-1749466906825.webp" alt="Kia Carens Clavis-View-Of-Steering-Console-And-Instrumentation.jpg" style="width: 100%; height: auto;">
      </div>
    </p><p>New additions include a connected island that houses twin 10.25-inch displays, a four-way power-adjustable driver’s seat, an updated steering wheel, and a larger dual-pane panoramic sunroof. One notable feature is the hybrid touch panel that toggles between media and climate controls. While it saves space on the dashboard, its usability while driving is questionable, as it requires taking your eyes off the road.</p><p>The second row remains largely unchanged. The Clavis is offered in both 6- and 7-seat configurations, similar to the Carens.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/08/Kia-Clavis_Diesel_MTReview_autoX_03-1755597189589.webp" alt="Kia-Clavis_Diesel_MTReview_autoX_03.jpg" style="width: 100%; height: auto;">
      </div>
    </p><p>The 7-seat variant now includes a three-point seatbelt for the middle passenger. A convenient walk-in feature allows the second-row passenger to adjust the front passenger seat via a lever on its side. Additionally, a one-touch tumble function for the left-side second-row seat makes accessing the third row quite easier.</p>

    
  
    
  


<p>Due to the extended sunroof reaching the second row, the roof-mounted AC vents have been repositioned to the sides.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/06/Kia-Carens-Clavis-Sunroof-top-1749466922473.webp" alt="Kia Carens Clavis-Sunroof-top.jpg" style="width: 100%; height: auto;">
      </div>
    </p><p>It’s slightly disappointing that the under-thigh support in the second row hasn’t seen any improvement. As for the third row, it’s reasonably comfortable for short trips but is more suitable for children than adults due to limited under-thigh support and legroom. That said, Kia has thoughtfully equipped the third row with AC vents, reading lights, two USB-C ports, and cupholders, adding to the overall practicality.</p>

<h2>Kia Carens Clavis Driving Experience: Comfort-Focussed and Easygoing</h2>

<p>The drivetrain options for the Clavis are the same as the Carens – a 1.5-litre naturally aspirated petrol, a 1.5-litre turbocharged petrol, and a 1.5-litre diesel engine. Power and torque figures are also the same, but the Clavis now gets a 6-speed manual transmission option with the 1.5-litre turbo-petrol variant.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/06/Kia-Carens-Clavis-side-profile-dynamic-1749466901849.webp" alt="Kia Carens Clavis-side-profile-dynamic.jpg" style="width: 100%; height: auto;">
      </div>
    </p><p>True to its character, the Clavis is tuned for comfort. This is evident in its quiet cabin, light steering, and well-cushioned suspension setup. Ground clearance is also generous – I didn’t encounter any issues, even when tackling tall speed breakers, during the test.</p><p>A key upgrade over the Carens is the inclusion of 20 Level 2 ADAS features, enhancing overall safety.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/08/Kia-Carens-Clavis-steering-wheel-1755582015733.webp" alt="Kia Carens Clavis-steering-wheel.jpg" style="width: 100%; height: auto;">
      </div>
    </p><p>The Clavis is also equipped with additional cameras that enable a 360-degree surround view system, making parking and manoeuvring in tight spaces significantly easier.</p>

    
  


<h2>Kia Carens Clavis Verdict: A Value-Packed Upgrade Over the Carens?</h2>

<p>The Carens Clavis is undoubtedly a step up from the standard Carens. It offers a more modern design and additional features while retaining the plush ride quality and versatile powertrain options that made the original appealing.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/06/Kia-Carens-Clavis-Rear-Three-Quarter-1749466928839.webp" alt="Kia Carens Clavis-Rear-Three-Quarter.jpg" style="width: 100%; height: auto;">
      </div>
    </p><p>Pricing for the Carens Clavis starts at a very attractive ₹11.50 lakh while the top trim costs ₹21.50 lakh. The base price is just a touch higher which is great to see. In my opinion, even the higher trims justify the hike because of the features they now come with. The Carens Clavis is an easy recommendation for families looking for a well-rounded and feature-rich three-row vehicle.</p>




<p>[tabs]</p>

<p>[tab title="<strong>Kia Carens Clavis</strong>"]</p>

<p><strong>Engine:</strong> 1,482cc 4-Cylinder</p>

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

<p><strong>Power:</strong> 157bhp </p>

<p><strong>Torque:</strong> 253Nm</p>

<p><strong>Fuel:</strong> Petrol</p>
 
<p><strong>Price:</strong> ₹21.50 Lakh Ex showroom</p>

<p><strong>X-Factor:&nbsp;</strong><em>Easily one of the most stylish and feature-laden MPV in its segment.</em></p>

<table cellpadding="1" cellspacing="1">
	<tbody>
		<tr>
			<td>
			<p><strong>Pros &nbsp;</strong>&nbsp; &nbsp;&nbsp;&nbsp; &nbsp;&nbsp;&nbsp;<br>
			•&nbsp; SUV appearance, comfortable ride</p>

			</td>
			<td>
			<p><strong>Cons</strong><br>
			• Laggy DCT, underthigh support in 2nd row</p>
			</td>
		</tr>
	</tbody>
</table>

<p>[/tab]</p>

<p>[/tabs]</p>


Kia Carens Clavis First Drive Review - Raising the Bar

The new Kia Carens Clavis is here with fresh styling and more features, but does it offer enough to stand out as a better choice for Indian families?

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

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

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

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

    
  
    
  




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

    
  
    
  


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

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

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

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

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

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

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

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

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




<p>[tabs]</p>

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

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

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

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

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

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

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

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

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

<p>[/tab]</p>

<p>[/tabs]</p>


Ducati Panigale V4 S First Ride Review - Top Dog

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

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

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

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







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

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







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

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



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

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

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

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

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

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

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




<p>[tabs]</p>

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

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

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

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

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

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

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

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

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

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

<p>[/tab]</p>

<p>[/tabs]</p>

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

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

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