<h2>Electric Bike Reviews</h2>
<p>Discover the thrill of two-wheelers with our collection of bike reviews, where <a href="https://www.autox.com/reviews/">expert insights</a> meet the pulse of Indian roads. We test commuters and superbikes in real-world conditions, catering to the needs of commuters and even enthusiasts who chase adrenaline. Here, you can also explore electric bike reviews highlighting the details on battery life, range, and charging in urban India. Our test reports don’t only talk about what we found out, but they also include the aspects that are hot in the <a href="https://www.autox.com/news/">bike news</a> arena. We include rider feedback and industry trends, and provide unbiased verdicts on mileage, brakes, features, pricing, etc.</p>
<p>Why choose us? Our reviews simulate daily challenges such as potholes, traffic jams, highways, and monsoons, to ensure practical advice. We offer the ideas to compare specs side-by-side, read pro-con breakdowns, and find the best fit for your budget and style. So, keep watching this space to encounter our latest bike reviews written with breaking down power, handling, and value.</p>

<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?

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

      
    
      
    


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

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

      
    
      
    


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

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

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

      
    
      
    


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

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

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

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

      
    
      
    


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

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

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

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

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

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

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

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

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



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

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

<p>But here is the reality check: the Desmo450 MX demands a steep learning curve. If you are graduating from the Himalayan or even the KTM 390 Adventure, the Desmo450 MX will scare the living daylights out of you. It is a bike that requires skill, fitness, and a certain level of madness to enjoy, let alone exploit.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/04/Ducati-Desmo450-MX-Motion-1-1776332570916.webp" alt="Ducati Desmo450 MX-Motion-1.jpg" style="width: 100%; height: auto;">
      </div>
    </p>

<p>The Ducati Desmo450 MX is a menace in the best possible way. It’s a masterpiece of engineering, a triumph of weight-saving, and a visceral reminder of why we love motorcycles. It’s snappy, it’s loud, and it’s unapologetically focused.</p>

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




<p>[tabs]</p>

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

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

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

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

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

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

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

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

<table cellpadding="1" cellspacing="1">
	<tbody>
		<tr>
			<td>
			<p><strong>Pros &nbsp;</strong>&nbsp; &nbsp;&nbsp;&nbsp; &nbsp;&nbsp;&nbsp;<br>
			•&nbsp; Power-to-weight ratio, suspension</p>

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

<p>[/tab]</p>

<p>[/tabs]</p>

Ducati Desmo450 MX First Ride Impressions - Tiny Temper 

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

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

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

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

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







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







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

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

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

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

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







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

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

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



<p>[tabs]</p>

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

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

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

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

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

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

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

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

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

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

<p>[/tab]</p>

<p>[/tabs]</p>

Royal Enfield 450 Apex First Ride Impressions - Sharper Sherpa

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

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


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



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

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

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

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

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

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

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

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

<p>[/tab]</p>

<p>[/tabs]</p>

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

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

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

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

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

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

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

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

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

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

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

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

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

<p>[/tab]</p>

<p>[/tabs]</p>

Yamaha EC-06 First Ride Review: Hitting the Bullseye

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

<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>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>In the high-stakes world of motorcycle racing, names often carry a weight of their own. For 19-year-old Johann Emmanuel, racing is practically hereditary, being the son of legendary seven-time national champion Emmanuel Jebaraj. However, this past weekend in Qatar, Johann proved that he isn't just riding on his family’s coattails; he is carving out a legacy entirely his own.</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>By clinching the 2025 Qatar Superstock 600 (QSTK) title, he has officially become the first Indian rider to etch his name into the history books of this championship.</p><p>Heading into the final double-header of the season, the pressure was immense. Johann trailed the championship leader, Marton Belleli, by nine points, a margin that demanded perfection. Yet, instead of succumbing to the nerves of his debut 600cc season, Johann approached the finale with tactical precision.</p><blockquote class="instagram-media" data-instgrm-permalink="https://www.instagram.com/p/DXlWdrKDCTI/?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/p/DXlWdrKDCTI/?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/p/DXlWdrKDCTI/?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 Johann Reeves Emmanuel 🇮🇳 (@johann_emmanuel11</a></p></div></blockquote>

<p>After securing a P2 qualifying spot, he dominated both races, executing a flawless performance that saw him not just erase the deficit, but surge ahead to finish the championship with a commanding 21-point lead.</p><p>This victory is particularly impressive when you look at the volatility of his debut year. To reach this point, Johann had to battle through significant adversity. His season was punctuated by three separate mechanical retirements and a crash early in the year, a setback that would have broken the resolve of many riders. Instead, those moments of struggle became the crucible for his success, hardening his focus and sharpening his technical approach.</p><p>Beyond his international success in the Middle East, Johann has already made a strong statement on home soil, having secured top honours at the 2026 KTM Cup earlier this month. </p><p>As he continues to balance his commitments in the Indian National Motorcycle Racing Championship with his rising international profile, it is clear that Indian motorsport has found a new, resilient star.<br></p>

Johann Emmanuel Becomes First Indian to Win Qatar Superstock 600 Championship

Johann Emmanuel won both Qatar Superstock 600 finale races to become the first Indian champion, sealing the 2025 title with a commanding 21-point lead.

<p>For years, Indian Formula 1 fans have mastered Spa in the wet, sent it down the inside at Monza turn 1, and convinced themselves they absolutely had F1 potential. Now, that energy finally has somewhere official to go. Formula 1 has teamed up with Mumbai Falcons Racing Limited to launch the F1 Sim Racing India Open 2026, India's first officially sanctioned F1 sim racing championship, announced in Mumbai on 28 April 2026. If you have been waiting for a reason to take your lap times seriously, this is it.</p><h2>F1 Official Sim Racing: A Professional Pathway for Indian Sim Racers</h2><p>And no, this is not just another casual gaming tournament where someone forgets to brake into Turn 1 and wipes out half the grid. The F1 Sim Racing India Open 2026 is Formula 1's first India-exclusive esports racing programme, built under an official agreement with Mumbai Falcons Racing Limited to give Indian players a proper shot at competitive racing through the virtual world. For a country full of motorsport fans who know strategy better than some pit walls, this is a serious step.</p><h2>F1 Sim Championship Format and How to Register</h2><p>The championship will run on F1 25, the official game of the FIA Formula 1 World Championship, which means players get the full experience with official circuits, teams, liveries, and enough pressure to make even a simple tyre strategy feel personal.</p><p>
      
    <img src="https://images.autox.com/uploads/2026/04/F1-Sim-Racing-(2)-1777363366925.webp" alt="F1 Sim Racing (2).png" style="width: 100%; height: auto;"></p><p>Registrations for the F1 Sim Racing India Open 2026 open on 30 April 2026 via the MFRL App on Android and iOS. Players on PC, PlayStation 5, and Xbox can all line up on the grid. The format begins with online qualifiers before moving into city-based simulator rounds, eventually leading to the national final in Mumbai in November. What starts in your bedroom or on your gaming rig could now end on a national stage, with actual bragging rights well beyond your group chat.</p><h2>F1 and&nbsp;Mumbai Falcons</h2><p>What makes this more than just a gaming tournament is Mumbai Falcons' actual motorsport pedigree. Mumbai Falcons has already played a role in the early careers of drivers like Kimi Antonelli, Oliver Bearman, and Arvid Lindblad, while also becoming the first Indian team to win an FIA-accredited single-seater championship. That is proper racing credibility, not paddock talk.</p><p><strong>Also Read:&nbsp;</strong><a href="https://www.autox.com/motorsport-news/mumbai-falcons-secure-two-titles-and-teams-championship-at-uae-rotax-max-championship-123430/">Mumbai Falcons Secure Two Titles and Teams’ Championship at UAE Rotax Max Championship</a></p><p>With the F1 Sim Racing India Open 2026, the goal is to turn India's sim racers from online heroes into genuine motorsport prospects. So if you have been blaming dirty air, tyre degradation, or controller issues for your results, this is your chance to prove it was never the car.</p>

F1 Official Sim Racing India Championship Announced in Partnership With Mumbai Falcons

F1 Sim Racing India Open 2026 registrations open on April 30, giving Indian Sim Racers a chance to compete on a national stage and enter Formula 1’s sim racing pathway.

<p>Toyota has started April 2026 exactly the way it would have wanted. The company posted total sales of 32,086 units in April 2026, which is a 17.41 per cent jump over the 27,329 units it managed in April last year. Yes, the March-to-April drop from 35,125 units is there, but that usually happens once the financial year-end push settles down. The bigger picture is what stands out here, Toyota's demand is holding firm, and its products are clearly continuing to connect with Indian buyers.</p><p><strong>Also Read:&nbsp;</strong><a href="https://www.autox.com/news/industry-news/toyota-innova-hycross-mpv-crosses-2-lakh-sales-milestone-in-india-123301/">Toyota Innova HyCross MPV Crosses 2 Lakh Sales Milestone in India</a></p><p>The real action for Toyota is happening in India, and April made that pretty clear. Domestic sales climbed to 30,159 units, up 21.45 per cent from 24,833 units in the same month last year. That is a proper jump, and it shows Toyota's portfolio is landing well with buyers who still want dependable family cars, efficient hybrids and SUVs that can handle daily life without drama.</p><p>
      
    <img src="https://images.autox.com/uploads/2025/08/Toyota-Fortuner-Neo-Drive-Rear-Three-Quarter-1755582785465.webp" alt="Toyota Fortuner Neo Drive-Rear-Three-Quarter.jpg" style="width: 100%; height: auto;"></p><p>What stands out is how Toyota has quietly built a range that covers multiple needs without losing its identity. Whether it is practical MPVs, hybrid-driven efficiency or premium SUVs, the brand seems to have found a rhythm that works, especially at a time when customer preferences are shifting quickly.</p><h2>Toyota Innova HyCross Crosses 2 Lakh Units</h2><p>The Innova HyCross crossing the 2 lakh cumulative sales mark in India is probably one of Toyota's biggest talking points this month. This is not just another sales number. It is proof that Indian buyers are warming up to hybrid technology when it comes wrapped in something familiar, spacious and trusted.</p><p>
      
    <img src="https://images.autox.com/uploads/2024/07/Toyota-Innova-Hycross-Front-Three-Quarter.jpg" alt="Toyota Innova Hycross Left Side and Front View" style="width: 100%; height: auto;"></p><p>The HyCross has managed to carry forward the Innova name while moving it in a more modern direction. For plenty of buyers, it still has the practicality and road presence they expect, but now with better efficiency in the mix. That combination is clearly working.</p><p>Toyota's exports dropped to 1,927 units in April 2026 from 2,496 units a year ago, which is a 22.80 per cent decline. On paper, that is a noticeable fall, but it does not really change the bigger narrative around Toyota right now.</p><p>Its domestic business is doing more than enough to keep things moving in the right direction. India is where Toyota's momentum currently sits, and strong local demand is easily carrying the weight.</p><p>Looking beyond April, Toyota's January to April 2026 performance shows this is not a one-off result. The company has sold 1,37,194 units so far this year, up 19.14 per cent over the same period in 2025. Domestic sales touched 1,26,651 units, while exports also stayed in positive territory overall.</p><p><img src="https://images.autox.com/uploads/2023/10/Toyota-Hyryder-front-right-quarter-1.jpg" alt="Toyota Hyryder front and side view" style="width: 100%; height: auto;"></p><p>Those figures suggest Toyota is carrying genuine consistency into 2026. It is not relying on one product or one trend, which is often where things get interesting.</p><p>Toyota's hybrid game is already well established, but the next big move could come from its first EV for India, the Ebella. That launch will be worth watching because Toyota now has a chance to build on the trust it has already created with electrified vehicles.</p>

Toyota India Posts 17% Sales Growth in April at 32,086 Units

Toyota India sales rose 17% in April 2026 to 32,086 units, as hybrids and strong domestic demand helped the brand sustain growth.

<p>BMW India has finally brought in something that feels a bit special for enthusiasts who still love the idea of roof-down motoring. The new BMW M440i Convertible, priced at Rs 1.09 crore (ex-showroom), is not just another luxury car launch. In a market packed with luxury SUVs and sedans, this feels like BMW reminding people that driving can still be about style, sound, and proper straight-six performance.</p><p><strong>Also Read:&nbsp;</strong><a href="https://www.autox.com/reviews/car-reviews/bmw-m440i-convertible-review-369bhp-drop-top-rocketship-123435/">BMW M440i Convertible Review: 369bhp Drop-Top Rocketship</a></p><p>Sitting between the standard 4 Series and the full M4, this drop-top promises pace without going overboard, while also undercutting its closest rival, the <a href="https://www.autox.com/new-cars/mercedes-benz/cle-cabriolet/">Mercedes-Benz CLE Cabriolet</a>.</p><h2><strong>BMW M440i Convertible: Design</strong></h2><p>One look at the M440i Convertible and you get the point. The exterior profile carries a long-bonnet, low-slung stance with BMW’s signature kidney grille, sharp LED headlights, and slim taillights shaping its road presence.</p><p>
      
    <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;"></p><p>Then there’s the soft-top, which is really what changes the whole vibe here. It opens or closes in 18 seconds and works at speeds of up to 50km/h.<a href="https://www.autox.com/new-cars/bmw/"> BMW</a> is also offering multiple paint shades and roof finish options, giving buyers more room for personalisation.</p><h2><strong>BMW M440i Convertible: Interior</strong></h2><p>Inside, BMW has kept things familiar. The luxury convertible gets a driver-focused cabin with a 14.9-inch curved display, a digital instrument cluster, and a flat-bottom M steering wheel. The front seats get electric adjustment and a memory function, while the rear seats are better suited for occasional use.</p><p>
      
    <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;"></p><p>BMW has also equipped the M440i Convertible with a Harman Kardon sound system, wireless charging, a head-up display, climate control, ambient lighting, and tyre pressure monitoring, though boot space is limited due to the convertible layout.</p><h2><strong>BMW M440i Convertible: Engine and Performance</strong></h2><p>Powering the BMW M440i Convertible is a 3.0-litre turbocharged inline-six petrol engine that produces 369bhp and 500Nm of torque. It comes paired with an eight-speed automatic gearbox and BMW’s xDrive all-wheel-drive system, giving this convertible the performance credentials to match its M badge while also offering strong everyday usability.</p><p>
      
    <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;"></p><p>BMW claims the M440i Convertible can sprint from 0-100km/h in just 4.9 seconds, which makes it seriously quick for an open-top grand tourer.</p><p> Rather than being an all-out track-focused machine like the M4, this one leans more towards fast highway runs, strong cross-country pace, and enjoying straight-six performance with the roof down.</p>

BMW M440i Convertible Launched in India at Rs 1.09 Crore

BMW M440i Convertible packs a 3.0-litre turbo inline-six with 369bhp, 500Nm, xDrive AWD, and a 0-100km/h time of 4.9 seconds.

<p>Tata Motors has kicked off FY2026-27 with the kind of start most carmakers would want right now. In April 2026 alone, the company sold 59,701 passenger vehicles, marking a 31.1 per cent rise over the same month last year. The big story here is simple, its line-up is working. Nexon, Punch and Harrier continue to bring in buyers, while Tata’s EV range is adding another layer of momentum. It is an early sign that Tata’s SUV-led strategy still has plenty of fuel left.</p><p><strong>Also Read:&nbsp;</strong><a href="https://www.autox.com/news/car-news/tata-tiago-facelift-spotted-testing-reveals-key-design-details-123229/">Tata Tiago Facelift Spotted Testing; Reveals Key Design Details </a></p><p>Look at Tata’s domestic numbers and one thing becomes obvious, Indian buyers are still showing up for SUVs in a big way. Tata dispatched 59,000 passenger vehicles in India last month, up 30.5 per cent year on year. Punch continues to be a serious volume machine, Nexon still holds its place as one of Tata’s biggest pillars, and Harrier keeps adding weight to the premium side.</p><p>
      
    
      
    
      
    <img src="https://images.autox.com/uploads/2026/02/Tata-Punch-1770701133013.webp" alt="Tata Punch.jpg" style="width: 100%; height: auto;"></p><p>Exports are still a smaller piece of the pie, but the growth there is worth noticing. Tata shipped 701 passenger vehicles overseas in April, compared to 333 units in the same month last year. That is a sharp jump, and while these are not huge numbers yet, it does show Tata is slowly finding more ground outside India as well.</p><h2>Tata EV Sales</h2><p>This is where Tata’s April performance gets more interesting. EV sales touched 9,150 units, up from 5,318 units a year ago. A 72.1 per cent rise is not just healthy growth, it shows Tata’s electric line-up is moving much faster than its broader passenger vehicle business. That gap says a lot about where demand is building right now.</p><p>The familiar names are still doing most of the work here. Nexon EV, Punch EV and Tiago EV remain key players, but newer arrivals like the Curvv EV and Harrier EV are helping Tata stretch its electric portfolio further. That wider spread is important because it gives Tata more room to keep buyers inside its ecosystem as EV demand grows.</p><p>
      
    <img src="https://images.autox.com/uploads/2025/08/Tata-Harrier-EV-1755511559124.webp" alt="Tata Harrier EV.jpg" style="width: 100%; height: auto;"></p><p>Commercial vehicles also added to the overall story. Tata sold 34,833 CVs in April 2026, up 28 per cent year on year, with strong gains in domestic and export markets. Add passenger and commercial vehicles together, and Tata closed the month at 94,534 units. For now, Tata’s playbook looks clear, SUVs are steady, EVs are rising, and the business is moving forward on multiple fronts.</p>

Nexon, Harrier, Punch Help Tata Motors Post 31% YoY Sales Growth in April

Tata Motors records 31% sales growth in April 2026 as SUV demand stays strong, while EV sales jump 72%, giving the carmaker a solid start to FY2026-27.

<p>The <a href="https://www.autox.com/new-cars/mercedes-benz/cla-electric/">Mercedes-Benz CLA electric</a> has scored a five-star rating in the Euro NCAP crash tests. Tested in CLA 250+ spec, the car is one of three variants now on sale in India following the April 2026 launch, alongside the CLA 200 and the Launch Edition. The results confirm that the sedan meets the standards Euro NCAP sets for occupant and road user protection. For Mercedes, this adds to the case for the CLA as a product that combines performance and range with credentials in safety.</p>
<p><strong>Also Read:&nbsp;</strong><a href="https://www.autox.com/news/car-news/new-mercedes-benz-cla-ev-launched-at-rs-55-lakh-claims-762km-range-123429/">New Mercedes-Benz CLA EV Launched at Rs 55 Lakh; Claims 762km Range</a></p>
<p>The CLA BEV returned a score of 94 per cent in the Adult Occupant Protection category. In both the frontal and lateral impact crash tests, it scored 15.5 out of 16. Euro NCAP rated protection for all body areas in the front row as being at the level of good during the frontal barrier test.</p>
<p>The side pole test did identify marginal protection for the driver's chest. However, the presence of a central airbag contributed to occupant-to-occupant protection being rated as good. That outcome reflects the degree to which Mercedes has focused on passenger safety engineering in the CLA.</p>
<p><iframe width="560" height="315" src="https://www.youtube.com/embed/-2PbLgrSGfc?si=ieSXfB-5KGQVDKTB" 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><br></p>
<p>The CLA also returned results in the Child Occupant Protection category. Euro NCAP tested it using six-year-old and ten-year-old dummies across frontal and lateral crash scenarios. In the frontal crash test, protection for both dummies was rated as good. In the lateral impact test, the ten-year-old dummy recorded adequate head protection. The overall score in this category reached 23.7 out of 24. Child seat installation was rated as easy.</p>
<p>In the Vulnerable Road User category, the CLA returned a score of 93 per cent. Its Autonomous Emergency Braking system is operational from 7km/h and recorded 8.7 out of 9 for pedestrian detection and 8 out of 8 for cyclist response. The A-pillars were rated as poor in the impact protection tests, which affected the tally in this section.</p>
<p>The Safety Assist category returned a score of 85 per cent. The Lane Support System, which is operational from 45km/h, scored 3 out of 3. The car is fitted with driver drowsiness detection but does not include an occupant detection system, which resulted in a score of 2 out of 3 in that sub-category. For buyers in India considering a Mercedes-Benz CLA, the Euro NCAP results now form part of the case alongside the performance and technology on offer.</p>

Mercedes-Benz CLA EV Gets 5-Star Safety Rating In Euro NCAP Tests: Watch Video

Mercedes-Benz CLA EV earns 5-star Euro NCAP rating with 15.5/16 adult crash scores, 23.7/24 child safety, and strong pedestrian protection.

<p>Bajaj Auto has made the<a href="https://www.autox.com/new-bikes/bajaj/pulsar-ns400z/"> Pulsar NS400Z </a>more affordable, and this update puts more focus on value without taking away what makes the bike exciting. You still get nearly 40bhp performance, quickshifter, ride modes, traction control, and sharp streetfighter styling, but now at a lower price. With the new 349cc engine, the NS400Z now falls under India’s sub-350cc tax slab, attracting 18 per cent GST. This shift has helped Bajaj cut costs, making the NS400Z a stronger pick for riders who want performance and features without crossing into a higher price bracket.</p><p><strong>Also Read:&nbsp;</strong><a href="https://www.autox.com/news/bike-news/bajaj-pulsar-ns400z-updated-with-new-349cc-engine-price-unchanged-123405/">Bajaj Pulsar NS400Z Updated with New 349cc Engine; Price Unchanged</a></p><p>The biggest update is the lower sticker price. The Bajaj Pulsar NS400Z now costs Rs 1.80 lakh (ex-showroom, Delhi), down from Rs 1.94 lakh. That is a direct price drop of nearly Rs 14,000. Bajaj says lower insurance and registration charges can push total savings up to Rs 24,500. This makes the NS400Z one of the most affordable motorcycles in India’s 40bhp segment right now.</p><h2><strong>Bajaj Pulsar NS400Z: The 350cc Engine</strong></h2><p>To bring the bike under GST 2.0 rules, Bajaj reduced displacement from 373cc to 349.13cc. It did this by shortening the stroke from 60mm to 56.1mm, while keeping the bore unchanged at 89mm. The liquid-cooled, single-cylinder engine still shares its base with the<a href="https://www.autox.com/new-bikes/bajaj/dominar-400/"> Dominar 400</a>. Bajaj has also kept the six-speed gearbox, so the overall riding character should remain familiar.</p><p>
      <img src="https://images.autox.com/uploads/2026/04/Bajaj-Pulsar-NS400Z-350cc-1776759165289.webp" alt="Bajaj Pulsar NS400Z 350cc.png" style="width: 100%; height: auto;"></p>
    <p>The new 349cc engine makes 40bhp and 33.2Nm, compared to the older bike’s 42.4bhp and 35Nm. Yes, there is a small drop, but on paper, the NS400Z still has enough performance for fast road riding. Peak power comes at 9,000rpm, while peak torque arrives at 7,500rpm. Ride-by-wire continues, so throttle response and riding mode behaviour remain unchanged.</p><h2><strong>Bajaj Pulsar NS400Z: Features </strong></h2><p><a href="https://www.autox.com/new-bikes/bajaj/">Bajaj </a>has not changed the NS400Z’s hardware or feature list. The bike still comes with four riding modes, a quickshifter, traction control, dual-channel ABS, radial tyres, and a Bluetooth-enabled digital console. Riders also continue to get turn-by-turn navigation, which adds daily usability. In simple terms, the bike keeps the same package, just at a lower price.</p><p><img src="https://images.autox.com/uploads/2026/04/Bajaj-Pulsar-NS400Z-350cc-Rear-1776759173411.webp" alt="Bajaj Pulsar NS400Z 350cc Rear.png" style="width: 100%; height: auto;"></p><p>Bajaj has retained the NS400Z badge despite the smaller engine because the name already has market recall.  The bike still delivers the same core experience, but now with a lower entry price. For enthusiasts looking at performance per rupee, this update makes the NS400Z even harder to ignore.<br></p>

Bajaj Pulsar NS400Z Price Slashed by up to Rs 24,500 Lakh in India

Bajaj Pulsar NS400Z price drops to Rs 1.80 lakh with savings of up to Rs 24,500. New 349cc engine makes 40bhp and keeps its performance-focused ride intact.

Check out the list of top-rated scooters under ₹50000. Find the ex-showroom and on-road price, mileage, engine displacement, and more.


<p class="MsoNormal" style="text-align: justify;">Looking for a scooty priced under ₹50000
            in India? Here is a detailed list of all the ICE and electric scooty under the ₹50000 price range. Be it a simple commuter
        or a sporty scooter, if it falls under the said range, it is listed below. In
        this section, you can find the best
            scooty under ₹50000, and also check their mileage, range, and more details.
</p><p class="MsoNormal" style="text-align: justify;">        Keep exploring!</p>

New Scooters Under ₹50000 | Top Scooty Below ₹50000 in India

<h2>Latest Car News in India</h2>
Welcome to our dedicated hub for car news, where you can stay informed about everything happening four-wheeler world. This page brings together timely, well-researched articles that highlight major developments, trends, and insights. Our coverage provides you with access to the most relevant <a href="https://www.autox.com/news/industry-news/">car industry news</a>. It includes the updates in electric mobility, announcements from leading manufacturers, and changes in consumer preferences.
<p>
For readers interested in vehicle launches, we offer car launch news with performance, pricing, and feature updates, and availability timelines. Our content keeps you informed about every noteworthy arrival, including compact city cars, premium SUVs, cutting-edge EVs, and all others. </p>
<p>This autoX section takes you through in-depth Indian car news, covering market trends, policy changes, brand announcements, and safety ratings. This ensures that enthusiasts, analysts, and car owners stay updated with developments directly affecting the Indian automotive market.</p>
<p>Covering all these aspects, our platform delivers the latest car news sourced from verified industry updates, press releases, and expert opinions. Our articles bring you concise and reliable information on emerging technology, regulatory shifts, and major corporate moves.</p>
So, stay tuned to this page for new car news, future model updates, unannounced developments, and other fact-driven content!

<p>Ferrari has introduced a new way to make the Purosangue feel more focused from behind the wheel. Called the Handling Speciale, this optional configuration is built for those who want sharper driving responses from Ferrari’s four-door V12 machine. The idea here is simple, keep the everyday practicality and four-seat usability of the Purosangue intact, while improving the way it turns, shifts and responds when the road opens up.</p><p><strong>Also Read:&nbsp;</strong><a href="https://www.autox.com/news/car-news/ferrari-849-testarossa-launched-in-india-at-rs-1003-crore-123117/">Ferrari 849 Testarossa Launched in India at Rs 10.03 crore</a></p><p>The core package remains unchanged. The Purosangue Handling Speciale continues with Ferrari’s front-mid-mounted naturally aspirated V12 and rear transaxle layout. What Ferrari has changed is how the car reacts.</p><p>
      
    <img src="https://images.autox.com/uploads/2026/04/2027-Ferrari-Purosangue-Handling-Speciale-Front-1777531720228.webp" alt="2027 Ferrari Purosangue Handling Speciale Front.png" style="width: 100%; height: auto;"></p><p>The active suspension has been recalibrated to reduce body movement by 10 per cent, helping the Purosangue feel more controlled through corners and quicker during sudden direction changes. It still keeps the same cabin layout and raised seating position.</p><h2><strong>2027 Ferrari Purosangue Handling Speciale: Design</strong></h2><p>Ferrari has kept the visual changes clean. The Handling Speciale gets new wheels with a dedicated diamond-cut finish, along with carbon-fibre side shields. Matt black exhaust tips, satin Ferrari script and a black rear Prancing Horse badge complete the updates. The overall shape and proportions stay the same, which means this is more about distinction than redesign.</p><h2><strong>2027 Ferrari Purosangue Handling Speciale: Interior</strong></h2><p>Inside, the changes are limited, but the driving-focused upgrades matter more. There is a dedicated plaque, but Ferrari has also revised the exhaust setup to make the V12 more noticeable during start-up and acceleration.</p><p>
      
    <img src="https://images.autox.com/uploads/2026/04/2027-Ferrari-Purosangue-Handling-Speciale-Interior-1777531723867.webp" alt="2027 Ferrari Purosangue Handling Speciale Interior.png" style="width: 100%; height: auto;"></p><p>Gearbox software has been updated too, with faster and more direct shifts, especially in Race and ESC-Off modes. Manual shifts above 5,500rpm are now quicker as well.</p><h2><strong>2027 Ferrari Purosangue Handling Speciale: Engine</strong></h2><p>Power comes from the same 6.5-litre naturally aspirated V12, producing 715bhp at 7,750rpm and 716Nm between 3,000rpm and 5,750rpm. An eight-speed dual-clutch gearbox handles power delivery. Ferrari claims 0-100km/h in 3.3 seconds, 0-200km/h in 10.6 seconds and a top speed of more than 310km/h. Dry weight stands at 2,033kg, while weight distribution remains balanced at 49:51.</p><p>
      <br></p><div style="width: 100%; height: auto;" class="post-image">
        
      
    
      <img src="https://images.autox.com/uploads/2026/04/2027-Ferrari-Purosangue-Handling-Speciale-Rear-1777531715617.webp" alt="2027 Ferrari Purosangue Handling Speciale Rear.png" style="width: 100%; height: auto;"></div>
    <br><p><a href="https://www.autox.com/new-cars/ferrari/">Ferrari </a>will offer the Handling Speciale with its seven-year Genuine Maintenance programme. This covers scheduled servicing for the first seven years and is available through Ferrari’s dealer network worldwide. It also applies to approved pre-owned Ferraris, giving owners long-term support beyond the initial purchase.</p><br><p><br></p>

2027 Ferrari Purosangue Handling Speciale Revealed With Sportier Driving Dynamics

2027 Ferrari Purosangue Handling Speciale gets retuned suspension with 10% less body movement, faster gearshifts and sharper responses.

<p>Volkswagen has revealed the ID. Polo, and this marks a major shift for one of its best-known hatchbacks. For the first time, the Polo badge has entered the EV space, bringing electric power to a nameplate that has long been linked with practical hatchback motoring. Built on Volkswagen Group’s MEB+ platform, the ID Polo offers up to 454km of claimed WLTP range, three powertrain choices, and more boot space than the petrol Polo. Pre-sales in international markets begin in late April 2026, with prices in Germany starting at EUR 24,995 (approx. Rs 27.75 lakh).</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/">Golf GTI vs Octavia RS vs Cyberster vs M340i - Game of Thrones</a></p><p>With multiple battery options and power outputs, the ID Polo appears designed to serve both daily city users and buyers who want stronger long-distance usability from a compact hatchback.</p><h2><strong>Volkswagen ID Polo: Design</strong></h2><p>The ID Polo is the first Volkswagen model to introduce the company’s new Pure Positive design language. At the front, the hatchback gets connected LED headlamps with DRLs, an illuminated Volkswagen logo, and a closed-off grille that separates it from its combustion-engine counterpart. The bumper also features vertical air intakes, a broad air dam, and splitter-style detailing that gives the nose a sharper identity.</p><p>
      
    <img src="https://images.autox.com/uploads/2026/04/Volkswagen-ID-Polo-Rear-1777522933732.webp" alt="Volkswagen ID Polo Rear.png" style="width: 100%; height: auto;"></p><p>At the rear, Volkswagen has used a full-width LED light bar, illuminated branding, a roof spoiler, and a bumper with diffuser-style treatment. From the side, the ID Polo retains familiar proportions, which helps preserve its hatchback identity, while flared wheel arches, sharper body creases and aero-style alloy wheels.</p><h2><strong>Volkswagen ID Polo: Interior</strong></h2><p>Inside, the ID Polo focuses on technology without moving too far away from usability. The dashboard features a 13-inch infotainment touchscreen with a retro-inspired interface, paired with a 10-inch digital instrument cluster. <a href="https://www.autox.com/new-cars/volkswagen/">Volkswagen</a> has also added a two-spoke multifunction steering wheel, while the drive selector now sits on the steering column, helping free up more centre console space.</p><p>
      
    <img src="https://images.autox.com/uploads/2026/04/Volkswagen-ID-Polo-Interior-1777522937665.webp" alt="Volkswagen ID Polo Interior.png" style="width: 100%; height: auto;"></p><p>The dedicated EV platform also improves practicality. Boot space has increased from 351 litres in the petrol Polo to 441 litres in the ID Polo. Fold the rear seats, and that figure expands to 1,240 litres. Equipment includes travel assist, traffic sign recognition, one-pedal driving, wireless charging, and in higher trims, buyers can add Harman Kardon audio, panoramic glass roof, powered seats, and massage seats.</p><h2><strong>Volkswagen ID Polo: Powertrain</strong></h2><p>Volkswagen is offering the ID Polo with three powertrain configurations. The 114bhp and 133bhp versions use a 37kWh LFP battery pack and deliver up to 329km of claimed WLTP range. These variants also support DC fast charging from 10 to 80 per cent in 23 minutes, making them suitable for regular urban and suburban use.</p><p>
      
    
      
    <img src="https://images.autox.com/uploads/2026/04/Volkswagen-ID-Polo-Front-1777522925157.webp" alt="Volkswagen ID Polo Front.png" style="width: 100%; height: auto;"></p><p>The range-topping 208bhp version uses a larger 52kWh NMC battery pack and delivers the headline 454km WLTP range. DC fast charging from 10 to 80 per cent takes 24 minutes. By offering both LFP and NMC battery chemistry, Volkswagen is covering different buyer priorities, from affordability and durability to longer range and stronger performance.</p><p><img src="https://images.autox.com/uploads/2026/04/Volkswagen-ID-Polo-Side-1777522929668.webp" alt="Volkswagen ID Polo Side.png" style="width: 100%; height: auto;"></p><p>The ID Polo feels like more than just an electric version of an existing hatchback. Volkswagen has kept the shape and practicality that made the Polo relevant while adding the benefits of a dedicated EV platform. For buyers looking at compact electric hatchbacks, the ID Polo could become an important option as the segment continues to expand.<br></p>

Volkswagen ID.Polo Revealed; Claims 454km Range

Volkswagen ID Polo gets three EV powertrain options, up to 208bhp, a claimed 454km range, and DC fast charging capability from 10 to 80 per cent in 23 minutes.

<p>Renault India has updated the Triber for 2026 with a stronger focus on everyday usability, adding practical features like automatic climate control, easier third-row access with a one-touch tumble function, and full-fold second-row seats that expand boot space to 1,065 litres. The Triber remains one of the most accessible three-row options for Indian families, and this update builds on that formula without changing its core appeal. Prices now range from Rs 5.80 lakh to Rs 8.00 lakh (ex-showroom), keeping it competitive in the budget MPV space.</p><p><strong>Also Read:&nbsp;</strong><a href="https://www.autox.com/news/car-news/renault-triber-turbo-and-cng-version-in-works-with-underbody-dual-cylinder-setup-123335/">Renault Triber Turbo and CNG Version in Works with Underbody Dual-Cylinder Setup</a></p><p>The big change is Renault’s decision to spread updates across all four variants, Authentic, Evolution, Techno, and Emotion. Instead of loading only the top trim, Renault has worked on making each version feel better equipped. In a market where buyers look closely at value, this approach makes more sense and gives the Triber lineup a stronger overall appeal.</p><h2><strong>2026 Renault Triber: What's New?</strong></h2><p>The Evolution variant now gets steering-mounted audio and phone controls, a day-and-night IRVM, and a rear room lamp. These may seem like small additions, but they improve day-to-day use. For buyers stepping into the mid-spec range, these features make the <a href="https://www.autox.com/new-cars/renault/triber/">Triber</a> feel more complete without a major jump in price.</p><p>The Techno variant sees more meaningful additions. Renault has added driver seat height adjustment, a driver armrest, rear defogger, front tweeters, a 12V socket for third-row passengers, and electrically foldable ORVMs. These are practical changes that improve comfort, especially for families who regularly use all three rows.</p><p>The top-spec Emotion variant now gets automatic climate control, which was a needed addition. <a href="https://www.autox.com/new-cars/renault/">Renault </a>has also introduced a one-touch tumble function for easier third-row access across all trims. This should make getting into the back row less of a task, particularly in everyday family use.</p><p>
      
    <img src="https://images.autox.com/uploads/2026/04/2026-Renault-Triber-Folding-Seats-1777463187302.webp" alt="2026 Renault Triber Folding Seats.png" style="width: 100%; height: auto;"></p><p>Another useful upgrade is the full-fold second-row seat, which expands boot space to 1,065 litres. That flexibility continues to be one of the Triber’s biggest strengths. It can switch from people carrier to luggage mover without much effort, which is exactly what many family buyers need.</p><p>Inside, Renault has retained the 20.32cm floating touchscreen with wireless Android Auto and Apple CarPlay. The cabin design remains familiar, but the modular seating layout still sets the Triber apart. Buyers can configure it as a 5, 6, or 7-seater, giving it an edge in practicality over many similarly priced rivals.</p><p>
      
    <img src="https://images.autox.com/uploads/2026/04/2026-Renault-Triber-Folding-Interior-1777463181020.webp" alt="2026 Renault Triber Folding Interior.png" style="width: 100%; height: auto;"></p><p>The Triber continues with the same 1.0-litre petrol engine producing 72bhp and 96Nm. Gearbox choices include a five-speed manual and the Easy-R AMT, with the AMT limited to the Emotion variant. Renault has left the mechanical package unchanged, choosing instead to strengthen the ownership experience through added features.</p><p>For buyers looking for an affordable family vehicle with flexible seating, practical features, and stronger value, the 2026 Renault Triber stays firmly in the game.<br></p>

2026 Renault Triber Launched in India with New Features and Updated Equipment

The  2026 Renault Triber now comes with automatic climate control, one-touch tumble seats, a full-fold second row, and more features across all variants.

<p>Dreame Technology has stepped into the car world with the Nebula NEXT 01 JET Edition, and this is not the kind of first attempt anyone expected. Known for robot vacuums and smart home products, Dreame used its DREAME NEXT event in San Francisco to reveal a machine that pushes straight into performance territory. On paper, the numbers are enough to grab attention, but what matters more is how Dreame is trying to break past the limits that even today’s quickest EVs still face.</p><p><strong>Also Read:&nbsp;</strong><a href="https://www.autox.com/news/car-news/2027-audi-q4-e-tron-revealed-with-up-to-592km-range-12-inch-passenger-display-and-more-123442/">2027 Audi Q4 e-tron Revealed With up to 592km Range, 12-inch Passenger Display and More</a></p><p>The big claim is its 0-100 km/h time of just 0.9 seconds. Dreame says that comes from a dual solid-fuel rocket booster system capable of responding in 150 milliseconds while generating up to 100 kilonewtons of thrust. Instead of relying only on electric motors and tyre grip, the company is adding rocket thrust to deal with traction limits that often stop high-power EVs from fully using their potential off the line.</p><p><img src="https://images.autox.com/uploads/2026/04/Dreame-Nebula-NEXT-01-JET-Edition-Rear-with-Rocket-Boosters--1777454903600.webp" alt="Dreame Nebula NEXT 01 JET Edition Rear with Rocket Boosters .png" style="width: 100%; height: auto;"></p><p>That approach alone puts the Nebula NEXT 01 JET Edition in a different conversation. Modern <a href="https://www.autox.com/upcoming-electric-cars/">electric hypercars</a> already deliver huge power, but getting all of it onto the road instantly remains a challenge. Dreame’s answer is to add thrust beyond the wheels, which could change how straight-line acceleration is approached if the system proves usable outside controlled demonstrations.</p><p>Backing this setup is a sulfide-based all-solid-state battery pack. Dreame says the battery is moving towards mass production and targets more than 550 km of CLTC range. It also uses CTP 4.0 architecture, removing traditional structural beams from the battery pack to improve chassis space and packaging.</p><p>Dreame is also using the Nebula NEXT programme to push sensor technology. Its DHX1 LiDAR system is claimed to detect objects up to 600 metres away, identify low-reflectivity objects at 400 metres, and spot smaller targets like cones or animals at long range. That suggests this project is not built only around speed figures.</p><p><img src="https://images.autox.com/uploads/2026/04/Dreame-Nebula-NEXT-01-JET-Edition-Front-1777454894201.webp" alt="Dreame Nebula NEXT 01 JET Edition Front.png" style="width: 100%; height: auto;"></p><p>The autonomous side is just as ambitious. The Nebula NEXT 01 JET Edition uses a Vision-Language-Action architecture, with testing reportedly carried out in fog, mountain roads, and construction areas. Dreame says its L2++ platform supports full urban navigation from parking point to parking point, while its L3+ system is being developed for unmanned driving.</p><p>Right now, the Nebula NEXT 01 JET Edition looks like a technology statement (or concept) more than a finished road car. But if Dreame can turn even part of this into production reality, it could force both EV makers and performance brands to rethink what future acceleration really looks like.</p>

Nebula NEXT 01 JET Edition Does 0-100km/h in Just 0.9 Seconds Using Rocket Booster

Dreame Nebula NEXT 01 JET Edition uses rocket boosters for a claimed 0-100 km/h in 0.9 seconds, pushing EV acceleration into new territory.

<p>Mini India has launched in the <a href="https://www.autox.com/new-cars/mini/cooper-s-convertible/">Cooper S Convertible</a> JCW Pack at Rs 61.50 lakh (ex-showroom), and for anyone who likes their drop-top with extra attitude, this one makes a strong case. Limited in numbers and priced Rs 3 lakh above the standard Cooper S Convertible, this CBU model is less about added performance and more about bringing proper John Cooper Works-inspired style to Mini’s open-top hatch.</p><p>It is aimed at buyers who want the regular Cooper S Convertible’s fun factor, but with a stronger visual connection to Mini’s motorsport-inspired JCW lineup.</p><h2><strong>Mini Cooper S Convertible JCW Pack: Design</strong></h2><p>The biggest talking point here is the design. The JCW Pack gives the Cooper S Convertible a much sharper look with revised front and rear bumpers, a new grille, side skirts, JCW door sill plates, and plenty of piano black detailing. It looks more focused, more purposeful, and the 17-inch JCW Sprint Spoke Black alloys tie the whole sporty package together nicely.</p><p>Buyers can pick between Legend Grey and Midnight Black, both of which work well with the darker JCW styling elements. The LED headlamps now come with customisable light signatures and welcome animations, adding some theatre every time you unlock it. Then there’s the black soft top, which remains one of the car’s best bits.</p><p>
      
    <img src="https://images.autox.com/uploads/2026/04/Mini-Cooper-Convertible-S-JCW-Pack-Rear-Three-Quarters-1777378321538.webp" alt="Mini Cooper Convertible S JCW Pack Rear Three Quarters.jpg" style="width: 100%; height: auto;"></p><p>The roof can open in 18 seconds at speeds of up to 30kmph, close in 15 seconds, and even work like a sunroof when partially opened. That flexibility keeps the Convertible practical enough for different moods, whether you want the full open-air experience or just a little extra sunlight during a relaxed city drive.</p><h2><strong>Mini Cooper S Convertible JCW Pack: Interior</strong></h2><p>Step inside, and the JCW treatment continues. You get JCW sports seats, a new JCW steering wheel with paddle shifters, and black Vescin and Cord upholstery that adds to the sporty feel. The circular OLED touchscreen still dominates the dashboard and handles most of the car’s functions with Mini’s familiar modern layout.</p><p>There’s also a head-up display, Harman Kardon audio, wireless charging, Apple CarPlay, Android Auto, digital key, and Mini’s fun drive modes, including Go Kart mode. These features keep the cabin feeling premium and tech-loaded, while still holding onto the playful personality that has always made Mini interiors feel different.</p><h2><strong>Mini Cooper S Convertible JCW Pack: Engine</strong></h2><p>Under the hood, nothing changes, and honestly, that’s not a bad thing. The 2.0-litre turbo-petrol engine still puts out 201bhp and 300Nm, paired with a seven-speed dual-clutch automatic gearbox. It remains quick enough to match the sporty design, while keeping the familiar Cooper S driving character intact.</p><p><a href="https://www.autox.com/new-cars/mini/">Mini </a>claims 0-100km/h in 6.9 seconds and a 240km/h top speed. So while this may not be a full-fat JCW, it definitely gives the Cooper S Convertible more visual punch, which for many enthusiasts, might just be enough. It is a style-focused upgrade that adds more drama without changing the core driving experience.</p>

Mini Cooper S Convertible JCW Pack Launched at 61.50 Lakh with Sporty Esthetics 

Mini Cooper S Convertible JCW Pack gets a 2.0-litre turbo-petrol engine with 204hp, 300Nm and 7-speed DCT, offering the same lively performance as standard model.

<p>Hyundai has given the Ioniq 5 a proper update for India, and this one is not just about a few visual tweaks. Priced at Rs 55.7 lakh (ex-showroom), the facelifted model now gets a bigger 84.0kWh battery (replacing the 72.6kWh unit) and a claimed ARAI-certified range of 690km. <a href="https://www.autox.com/new-cars/hyundai/">Hyundai </a>has taken one of India's most distinctive premium EVs and made it more practical for everyday use as well as longer drives. For buyers who wanted more distance from every charge, this facelift focuses on exactly that while also adding smarter features.</p><h2><strong>Hyundai Ioniq 5 Facelift: Design</strong></h2><p>The Ioniq 5's retro-futuristic design still remains one of its biggest strengths, but Hyundai has given it enough updates to keep things fresh. You now get revised front and rear bumpers, new skid plates, fresh alloy wheels, an updated rear spoiler, and a new Hi-tech V-garnish lighting design at the rear. The signature Parametric Pixel styling stays intact, which is good, because that unique design still helps the<a href="https://www.autox.com/new-cars/hyundai/ioniq-5/"> Ioniq 5</a> stand out easily.</p><p><img src="https://images.autox.com/uploads/2026/04/2026-Hyundai-Ioniq-5-Facelift-front-and-Rear-1777372497499.webp" alt="2026 Hyundai Ioniq 5 Facelift front and Rear.png" style="width: 100%; height: auto;"></p><p>Hyundai is offering the facelifted Ioniq 5 in four colour options: Gravity Gold Matte, Midnight Black Pearl, Titan Grey, and Optic White. All variants come with an Obsidian Black interior theme.</p><h2><strong>Hyundai Ioniq 5 Facelift: Interior</strong></h2><p>Inside, the cabin continues with familiar underpinnings, but there are useful changes here too. The new three-spoke leather-wrapped steering wheel features Hyundai's interactive four-dot pixel light design and also gains a heating function, while the updated centre fascia aims to make the cabin feel more cohesive and practical.</p><p>The redesigned wireless charging pad is one of those small but welcome changes, and Hyundai has also made heated and ventilated seat controls easier to access by integrating physical buttons into the charging pad itself. The dual 12.3-inch screens for the instrument cluster and infotainment continue as before, so the cabin still feels familiar. </p><p>On the safety front, Parking Collision-Avoidance Assist at the rear and Side Parking Distance Warning have also been added as new driver assistance features.</p><h2><strong>Hyundai Ioniq 5 Facelift: Powertrain</strong></h2><p>Hyundai has not revealed full powertrain details such as charging speed or performance figures in the press release, but the larger battery is clearly the centrepiece of this update. </p><p>The Ioniq 5 is built on Hyundai's Electric-Global Modular Platform, and the move to an 84.0kWh pack delivering a claimed 690km range is a strong number for India's EV market. It should directly appeal to buyers still concerned about long-distance travel or frequent charging stops.</p><p><strong>Also Read:&nbsp;</strong><a href="https://www.autox.com/news/car-news/2027-hyundai-ioniq-3-unveiled-with-up-to-496km-claimed-range-123404/">2027 Hyundai Ioniq 3 Unveiled with up to 496km Claimed Range</a></p><p>At Rs 55.7 lakh (ex-showroom), the <a href="https://www.autox.com/new-cars/hyundai/ioniq-5-facelift/">Hyundai Ioniq 5 facelift</a> remains a premium EV, but this update feels meaningful rather than cosmetic. It now offers more range, better in-car tech, added safety, and improved practicality.</p>

Hyundai Ioniq 5 Facelift Launched in India at Rs 55.7 Lakh; Claims 690km Range

The Hyundai Ioniq 5 facelift comes with a bigger battery, 690km of claimed range, updated design, new tech, and added safety features.

<p>Honda Cars India is making a big move in the Indian market this summer. On 22 May 2026, the carmaker will host a major dual-launch event, unveiling the new Honda City facelift alongside the all-new ZR-V hybrid SUV. This strategic step is aimed at tackling a two-fold challenge: defending its position in the fiercely competitive midsize sedan segment while also making a serious entry into the premium SUV space with a sophisticated new flagship.</p><p><strong>Also Read:&nbsp;</strong><a href="https://www.autox.com/news/industry-news/nissan-open-to-honda-tie-up-in-india-renault-alliance-to-continue-123317/">Nissan Open to Honda Tie-Up in India; Renault Alliance to Continue?</a></p><p>With one model refreshing a trusted bestseller and the other bringing an entirely new premium offering, Honda’s summer strategy looks serious.</p><h2><strong>Honda City Facelift: Here's What to Expect</strong></h2><p>Starting with the City, Honda’s long-running sedan is due for its second facelift in fifth-generation form. The changes on the outside are expected to be subtle, which means revised headlights, updated tail-lamps, fresh bumpers, and new alloy wheels rather than a full design overhaul. Honda seems keen to keep the City’s familiar design intact while giving it enough freshness.</p><p>
      
    
      
    <img src="https://images.autox.com/uploads/2025/01/1738129663706-kih9-2023-City.webp" alt="2023-City.jpg" style="width: 100%; height: auto;"></p><p>Where the real improvements should come is inside the cabin. The City has recently started feeling behind rivals like the <a href="https://www.autox.com/new-cars/hyundai/verna/">Hyundai Verna</a>, <a href="https://www.autox.com/new-cars/volkswagen/virtus/">Volkswagen Virtus</a>, and <a href="https://www.autox.com/new-cars/skoda/slavia/">Skoda Slavia</a> when it comes to features, and Honda seems ready to fix that. Expect additions like ventilated front seats, a powered driver’s seat, a larger touchscreen, a digital instrument cluster, and possibly a 360-degree camera.</p><p>Honda is unlikely to alter the existing powertrain formula, which means the familiar petrol and hybrid options should continue unchanged. The current fifth-generation <a href="https://www.autox.com/new-cars/honda/city/">Honda City</a> is offered with a 1.5-litre i-VTEC petrol engine that produces around 119bhp at 6,600rpm and 145Nm of torque, paired with either a manual or CVT gearbox. </p><p><img src="https://images.autox.com/uploads/2025/06/Honda-City-Sport-interior-1750408065156.webp" alt="Honda-City-Sport-interior.jpg" style="width: 100%; height: auto;"></p><p>Honda also sells the stronger e:HEV hybrid version, which delivers a combined 124bhp and comes with a CVT gearbox. That should keep the City’s reputation for smooth drivability and fuel efficiency intact, while the expected cabin upgrades could make it feel more competitive against rivals that currently offer more tech and convenience features.</p><h2><strong>Honda ZR-V SUV: Here's What to Expect</strong></h2><p>Then there is the ZR-V, a model that could open an entirely new chapter for Honda in India. Expected to arrive as a full import, the ZR-V will sit above the Elevate and take on premium SUVs like the <a href="https://www.autox.com/new-cars/volkswagen/tiguan/">Volkswagen Tiguan </a>and<a href="https://www.autox.com/new-cars/skoda/kodiaq/"> Skoda Kodiaq</a>. This will make it Honda’s most premium SUV offering in the country.</p><p><img src="https://images.autox.com/uploads/2026/04/Honda-ZR-V-SUV-1777350180127.webp" alt="Honda ZR-V SUV.png" style="width: 100%; height: auto;"></p><p>Its crossover-inspired styling, smoother shape, and more premium proportions give it a very different identity from Honda’s current SUV line-up. Unlike the upright and practical approach of the Elevate, the ZR-V looks designed to appeal to buyers who want a more sophisticated and urban-focused SUV with added road presence.</p><p><img src="https://images.autox.com/uploads/2026/04/Honda-ZR-V-SUV-Interior-1777350183705.webp" alt="Honda ZR-V SUV Interior.png" style="width: 100%; height: auto;"></p><p>The global-spec ZR-V already packs plenty of premium appeal with a large touchscreen, ADAS, powered seats, dual-zone climate control, wireless charging, and a powered tailgate. For India,<a href="https://www.autox.com/new-cars/honda/"> Honda</a> is expected to bring in the 178bhp 2.0-litre hybrid powertrain paired with an e-CVT, which should make it a strong option.</p><p>With the City facelift aiming to stay one of India’s most complete sedans and the ZR-V stepping in as Honda’s premium <a href="https://www.autox.com/suv-cars-in-india/">SUV</a> flagship, 22 May could be a major moment for the Japanese brand. One launch strengthens a trusted name, while the other could finally give Honda the premium SUV it has been missing.<br></p>

Honda City Facelift, ZR-V SUV India Launch Scheduled for May 22

Honda Cars India will launch the facelifted City and all-new ZR-V SUV on 22 May 2026, with the updated sedan and premium CBU SUV expanding Honda’s India line-up.

<p>Audi has given the Q4 e-tron and the&nbsp;Q4 Sportback e-tron a major update for 2027, and this is not the usual mid-life nip and tuck. The brand’s compact electric SUV now packs more range, sharper styling, better charging, and a cabin loaded with fresh tech. With up to 592km of WLTP range, a new APP350 motor, segment-first passenger display, Audi’s first bidirectional charging setup in an EV, Plug &amp; Charge as standard, and major digital upgrades, the Q4 e-tron has moved well beyond being just an entry point into the brand’s electric line-up.</p><p><strong>Also Read:&nbsp;</strong><a href="https://www.autox.com/news/industry-news/audi-cars-in-india-to-become-up-to-2-more-expensive-from-april-2026-123103/">Audi Cars in India to Become up to 2% More Expensive From April 2026</a></p><p>Although Audi India has not announced an official launch timeline yet, the Q4 e-tron is expected to arrive in India between late 2026 and early 2027.</p><h2><strong>2027 Audi Q4 e-tron: Design</strong></h2><p>Visually, the changes are clean but effective. The front end now gets a body-coloured Singleframe grille, revised air intakes, and sharper bumper detailing that make the SUV look wider and more polished. Functional air intakes help direct airflow around the front wheels, reducing drag, while wing elements in the bumper visually broaden its stance. It still looks familiar, but there is more purpose now.</p><p>
      
    <img src="https://images.autox.com/uploads/2026/04/2027-Audi-Q4-e-tron-and-Q4-Sportback-e-tron-1777290441849.webp" alt="2027 Audi Q4 e-tron and Q4 Sportback e-tron.png" style="width: 100%; height: auto;"></p><p>At the rear, Audi has added a roof edge spoiler over the D-pillar, a black accent strip along the roof, a newly contoured rear spoiler, and a redesigned high-set diffuser. These updates improve airflow while sharpening the SUV’s road presence.</p><p>Lighting has become a bigger part of the Q4 e-tron’s identity too. The front digital LED daytime running lights now feature segmented technology with selectable digital signatures through the MMI system. At the rear, second-generation digital OLED tail-lights use six panels with 284 segments and include proximity detection, warning following vehicles if they approach too closely when the Q4 is stationary.</p><p>
      
    <img src="https://images.autox.com/uploads/2026/04/2027-Audi-Q4-e-tron-and-Q4-Sportback-e-tron-rear-1777290530362.webp" alt="2027 Audi Q4 e-tron and Q4 Sportback e-tron rear.png" style="width: 100%; height: auto;"></p><p>In simple terms, if someone gets too close when your Q4 is stopped, the rear lights react to alert them. It is clever, premium, and exactly the kind of technology buyers in this segment will appreciate. Top-spec models also get matrix LED headlights with four selectable digital light signatures, while three new paint finishes and five fresh alloy wheel designs expand personalisation.</p><h2><strong>2027 Audi Q4 e-tron: Interior and Features</strong></h2><p>Inside, the biggest leap is immediately obvious. Audi’s updated cabin feels far more modern, built around what it calls a digital stage. An 11.9-inch digital instrument display and 12.8-inch central touchscreen form the core of the setup, but the real talking point is the optional 12-inch passenger display, which Audi says is the largest it has fitted in any model.</p><p>
      
    <img src="https://images.autox.com/uploads/2026/04/2027-Audi-Q4-e-tron-Interior-1777290600861.webp" alt="2027 Audi Q4 e-tron Interior.png" style="width: 100%; height: auto;"></p><p>This passenger screen is also a segment first, adding a fresh layer of interactivity to the cabin. Audi’s optional augmented reality head-up display pushes things further by projecting navigation and assistance data directly into the driver’s field of view. Audi says AR content appears to float around 10 metres ahead, creating a futuristic but useful driving experience.</p><p>The dashboard itself has been reworked with vertical air vents and a cleaner layout, while integrated door handles and Softwrap trim stretching across the fascia create a more cohesive look. The new centre console improves everyday usability, while dual cooled wireless charging pads, multiple USB-C ports, and smarter storage solutions make the cabin feel more practical.</p><p><img src="https://images.autox.com/uploads/2026/04/2027-Audi-Q4-e-tron-Boot-1777290802548.webp" alt="2027 Audi Q4 e-tron Boot.png" style="width: 100%; height: auto;"></p><p>Boot space remains strong at 515 litres, expanding to 1,487 litres with the rear seats folded. Quattro models can now tow up to 1,800kg, which is 400kg more than before. An electric tailgate is now standard too, reinforcing the Q4 e-tron’s balance between premium appeal and practical everyday usability.</p><p>The tech story goes well beyond screens. The Q4 e-tron now runs Android Automotive OS with Audi’s new One Connected Infotainment system. Voice controls are smarter through the Audi assistant, which can also respond to logbook queries, while ChatGPT integration adds conversational AI support. Third-party apps are accessible directly through the Audi Application Store without smartphone mirroring.</p><p>
      <img src="https://images.autox.com/uploads/2026/04/2027-Audi-Q4-e-tron-Interior-(1)-1777290941519.webp" alt="2027 Audi Q4 e-tron Interior (1).png" style="width: 100%; height: auto;"></p>
    <p>Safety kit is stronger too. Standard features now include lane departure warning with emergency assist, active front assist with evasion and turn assist, front cross traffic assist, traffic sign recognition, and attention and fatigue monitoring. Optional adaptive driving assistant plus can even support lane changes on motorways above 90km/h and maintain guidance without clear road markings.</p><h2><strong>2027 Audi Q4 e-tron: Engine</strong></h2><p>Under the skin, every 2027 <a href="https://www.autox.com/new-cars/audi/">Audi</a> Q4 e-tron gets Audi’s new APP350 electric motor, which is around 10 per cent more efficient than before. The Rear-wheel-drive version  claims a range of up to 592km, while the all-wheel-drive models deliver up to 554km of claimed range.</p><p>
      
    <img src="https://images.autox.com/uploads/2026/04/2027-Audi-Q4-e-tron--1777291034083.webp" alt="2027 Audi Q4 e-tron .png" style="width: 100%; height: auto;"></p><p>Charging has improved too. Quattro models with the 82kWh battery now support up to 185kW DC fast charging, cutting the 10 to 80 per cent top-up time to 27 minutes. Audi says it can add up to 180km of range in just 10 minutes. Battery preconditioning and Plug &amp; Charge are now included as standard for easier charging.</p><p><img src="https://images.autox.com/uploads/2026/04/2027-Audi-Q4-e-tron-Rear--1777291127381.webp" alt="2027 Audi Q4 e-tron Rear .png" style="width: 100%; height: auto;"></p><p>The Q4 e-tron also becomes Audi’s first EV with bidirectional charging. This means it can power external devices through the boot socket or an optional side-port adapter, making it useful for camping, tools, or backup power.</p>

2027 Audi Q4 e-tron Revealed With up to 592km Range, 12-inch Passenger Display and More

2027 Audi Q4 e-tron gets a 12-inch passenger screen, new OLED lights, up to 592km range, improved efficiency, and faster 185kW DC charging.

<h2>Latest Bike News in India</h2>
<p>Our platform brings you the comprehensive coverage of bike news to keep you updated with the world of two-wheelers. This section lists articles with updates on performance upgrades, new launches, and industry trends. It also lists the electric bike news, highlighting the advancements in battery technology, features, etc., with growing eco-friendly vehicle demand. Not only this, our <a href="https://www.autox.com/reviews/bike-reviews/">Bike Review</a> stories further complement these news pieces by offering the feasibility of objective evaluations of new machines. </p>

<p>Based on faster industry evolution, our editorial team curates the latest bike news articles to cover major announcements and innovations. Our goal is to keep our audience connected to all forms of bike news, including policy changes and exciting unveilings. As more models enter the pipeline, bikers can rely on our upcoming bike news articles, exploring teasers, concept showcases, and expected launch timelines. Furthermore, our coverage of bike news in India provides context-rich reporting to the readers looking for regional updates. We pride ourselves on delivering the latest bike news that is authentic and engaging, and covers both of the ICE and electric bike news. So stay tuned to never miss a beat in the world of two-wheelers.</p>


<p>Oben Electric has launched the Rorr EVO in India at an introductory ex-showroom price of Rs 99,999 for the first 10,000 buyers, and this one brings more than just a low entry price. With a claimed 180km IDC range, 110km/h top speed, 3.4kWh LFP battery, fast charging, SmartIQ ride tech, and an eight-year battery warranty, the Rorr EVO targets riders who want an electric motorcycle that goes beyond short city commutes. Once the first batch is sold, the price will move up to Rs 1.25 lakh.</p><p><strong>Also Read:&nbsp;</strong><a href="https://www.autox.com/news/bike-news/oben-rorr-ez-sigma-launched-in-india-at-rs-127-lakh-gets-tft-display-reverse-mode-121422/">Oben Rorr EZ Sigma Launched in India at Rs 1.27 Lakh; Gets TFT Display, Reverse Mode</a></p><p>Bookings are now open for Rs 777, while deliveries are set to begin from June 2026.</p><h2><strong>Oben Rorr EVO: Performance, Battery, and Range</strong></h2><p>Power comes from a 12bhp electric motor paired with a single-stage chain drive, producing 250Nm of torque at the wheel. That should mean quick response off the line and usable performance for both city traffic and open stretches. Oben claims the Rorr EVO can sprint from 0 to 40km/h in three seconds, while top speed is rated at 110km/h.</p><p>
      
    <img src="https://images.autox.com/uploads/2026/04/Oben-Rorr-EVO-Electric-Motorcyle-Powertrain-(1)-1777541985996.webp" alt="Oben Rorr EVO Electric Motorcyle Powertrain (1).png" style="width: 100%; height: auto;"></p><p>The bike uses a 3.4kWh lithium iron phosphate battery pack. The battery is IP67-rated, while the motor gets IP68 certification. Oben claims an IDC range of 180km on a full charge, while real-world daily riding range should still cross 100km under standard conditions, which makes it more practical than many entry-level electric options.</p><p>Charging is another key part of the package. With Oben’s fast charger, the battery can go from 0 to 80 per cent in 90 minutes. Oben is also offering an eight-year battery warranty.</p><h2><strong>Oben Rorr EVO: Hardware and Features</strong></h2><p>The Rorr EVO gets telescopic front forks and a seven-step adjustable rear monoshock. Braking is handled by dual disc brakes with a unified braking system. Ground clearance stands at 200mm, while kerb weight is 140kg, giving it numbers that should work well for daily use across mixed road conditions.</p><p>Practicality has also been considered. The motorcycle offers four litres of tank storage and 6-litres of under-seat storage and a 4-litre storage under the tank, which adds usable carrying space for daily riding needs.</p><p><img src="https://images.autox.com/uploads/2026/04/Oben-Rorr-EVO-Electric-Motorcycle-Underseat-Storage-(1)-1777541981587.webp" alt="Oben Rorr EVO Electric Motorcycle Underseat Storage (1).png" style="width: 100%; height: auto;"></p><p>The feature list includes a five-inch TFT display with navigation, smartphone connectivity, call and message alerts, ride stats, and music controls. Riders also get live tracking, geo-fencing, theft protection, remote diagnostics, and remote immobilisation.</p><p>A major talking point is Oben’s SmartIQ system. This AI-based setup studies riding behaviour and adjusts power delivery to improve efficiency. Oben claims it can extend the range by up to 15 per cent, depending on riding style. The motorcycle also gets four ride modes, including Eco and performance settings, along with reverse mode for easier movement in tight spaces.</p><p>The<a href="https://www.autox.com/new-bikes/oben-electric/"> Oben</a> Rorr EVO will be available in Pulse Red, Neutron Blue, Magnetic Black, and Photon White.</p>

Oben Rorr EVO Electric Motorcycle Launched at Rs 99,999 with 180km Range, 3.4kWh Battery Pack

Oben Rorr EVO launched at Rs 99,999 with 180km range, 110km/h top speed, 3.4kWh battery, SmartIQ tech, fast charging, and 8-year battery warranty.

<p>KTM has revealed the 2027 450 Rally Replica, built to mark Luciano Benavides’ 2026 Dakar Rally win. For rally riders, this is one of the closest ways to own something tied directly to KTM’s factory race programme. With production limited to just over 100 units, a 34.5-litre fuel system, race-spec chassis, and proven Dakar-winning platform, this machine is built with a proper rally purpose. Deliveries are set to start in July 2026.</p><p>Priced at GBP 33,148 (approx. Rs 42.56 lakh), the standard model brings KTM’s Dakar engineering to private buyers in a serious format. The GBP 42,544 (approx. Rs 54.62 lakh) Luciano Benavides Factory Edition takes things further with added factory-spec parts and more exclusivity. KTM has now six Dakar wins in the last ten editions, and this Rally Replica is built from that same race-developed base.</p><p><strong>Also Read:&nbsp;</strong><a href="https://www.autox.com/news/bike-news/track-focused-ktm-1390-super-duke-rr-breaks-cover-globally-123413/">Track-Focused KTM 1390 Super Duke RR Breaks Cover Globally</a></p><p>Only eight examples of the Luciano Benavides Factory Edition will be produced, making it one of the rarest motorcycles KTM has offered. More than a collector’s machine, it gives buyers access to a platform shaped by real rally competition. For riders who follow Dakar, that link alone carries weight.</p><h2><strong>2027 KTM 450 Rally Replica: Design</strong></h2><p>For 2027, KTM has returned the standard Rally Replica to its signature orange finish. It looks direct, familiar, and true to the brand’s rally roots. The Luciano Benavides Factory Edition uses full Red Bull KTM Factory Racing colours, matching the bike that won Dakar 2026 with Benavides.</p><p>
      
    <img src="https://images.autox.com/uploads/2026/04/2027-KTM-450-Rally-Replica-Side-1777528450288.webp" alt="2027 KTM 450 Rally Replica Side.png" style="width: 100%; height: auto;"></p><p>The Factory Edition also adds a Selle Dalla Valle seat, Michelin Rally tyres with mousses, and numbered production badging. These details matter because they push the motorcycle closer to factory race specification. It is not just about appearance, but about giving buyers a stronger connection to KTM’s Dakar machine.</p><p>KTM has built the chassis around a hand-welded laser-cut frame with fully adjustable WP Pro suspension. Wider footpegs, a tapered aluminium handlebar, and rally-focused ergonomics are all designed for long hours in demanding terrain. This setup reflects real rally needs rather than casual off-road riding.</p><p>
      
    <img src="https://images.autox.com/uploads/2026/04/2027-KTM-450-Rally-Replica-Navigation-Tower-1777528445688.webp" alt="2027 KTM 450 Rally Replica Navigation Tower.png" style="width: 100%; height: auto;"></p><p>A carbon-fibre navigation tower, digital roadbook, CNC-machined triple clamps, dual radiators, and LED lighting complete the package. Every part has a purpose, and that is what makes this Rally Replica stand out. KTM has focused on function first, exactly how a rally machine should be.</p><h2><strong>2027 KTM 450 Rally Replica: Engine</strong></h2><p>Power comes from a 450cc fuel-injected single-cylinder SOHC engine paired with a six-speed gearbox and Brembo hydraulic clutch. This is a setup designed for endurance, control, and stage performance. KTM has kept the formula close to what works in Dakar rather than chasing unnecessary changes.</p><p>An Akrapovic exhaust helps reduce weight while supporting the motorcycle’s rally focus. Brembo brakes and carbon-fibre protective parts add durability where it matters. The overall package feels built for riders who understand what long-distance rally competition demands.</p><p>
      
    <img src="https://images.autox.com/uploads/2025/06/KTM-450-Rally-Replica-Sanders-Edition-(1)-1749203844178.webp" alt="KTM 450 Rally Replica Sanders Edition (1).jpg" style="width: 100%; height: auto;"></p><p>Fuel capacity stands at 34.5 litres through a three-tank design, giving this motorcycle the range needed for serious rally stages. For the eight Factory Edition buyers, KTM adds a personal handover from Luciano Benavides at the <a href="https://www.autox.com/new-bikes/ktm/">KTM</a> Adventure Rally in Perugia this September, along with a signed race jersey.</p>

2027 KTM 450 Rally Replica Unveiled to Celebrate 2026 Dakar Rally Win

2027 KTM 450 Rally Replica blends Dakar-winning design, factory-spec rally hardware, and limited-run exclusivity inspired by Luciano Benavides’ 2026 victory.

<p>Bajaj Auto has updated the <a href="https://www.autox.com/new-bikes/bajaj/chetak/">Chetak</a> electric scooter range for 2026 with changes that focus on performance, features, and everyday usability. The company has also introduced a new naming structure, which now divides the lineup into C25, C30, and C35 families. Variants like C2501, C3001, and C3501 make the range simpler to understand. For buyers looking at the Chetak lineup, this new format makes choosing the right variant more straightforward.</p><h2><strong>2026 Bajaj Chetak EV: What's New?</strong></h2><p>The biggest change comes in performance. Bajaj has increased the top speed across the range, making the Chetak more usable for daily commutes and city riding. The C2501 now reaches 60km/h, up from 55km/h. The C3001 and C3503 now do 70km/h, while the C3501 and C3502 top out at 80km/h.</p><p><strong>Also Read:&nbsp;</strong><a href="https://www.autox.com/reviews/bike-reviews/bajaj-chetak-c25-first-ride-review-losing-the-numbers-game-122759/">Bajaj Chetak C25 First Ride Review: Easy Come, Easy Go</a></p><p>Ride modes have become more practical as well. Eco and Sport modes, along with hill-hold assist, are now standard on the C30 and C35 range. Earlier, these features required extra payment. Their inclusion as standard equipment adds better value to the package. These numbers may look small on paper, but for regular riders, the extra speed should make a difference in traffic flow and shorter highway stretches. </p><p><a href="https://www.autox.com/new-bikes/bajaj/">Bajaj </a>has also worked on technology. The C3501 now gets integrated Google Maps through the Chetak app, replacing the previous navigation system. This brings a more familiar setup for riders who depend on navigation every day. The C3501 and C3502 also get over-the-air updates, which means software improvements can be added without visiting a dealership.</p><h2><strong>2026 Bajaj Chetak EV: Faster Charging</strong></h2><p>Charging speed has improved too, especially on the C3001. Bajaj says charging from 0 to 80 per cent now takes two hours and 55 minutes, compared to the earlier three hours and 50 minutes. For daily users, this faster charging time should make top-ups easier to manage.</p><p>Prices for the C30 and C35 variants have increased by around Rs 3,000 to Rs 5,000, depending on the model. Even so, Bajaj seems to be strengthening the Chetak’s position in India’s electric scooter market. </p>

2026 Bajaj Chetak Launched with Integrated Google Maps and Higher Top Speed

2026 Bajaj Chetak gets integrated Google Maps and an 80 km/h top speed, bringing better navigation and improved daily usability to Bajaj’s electric scooter.

<p>Keeway India has given the V302C a small update for 2026, but one that cruiser buyers will notice. The bike now gets a new Glossy Yellow colour option, added alongside Glossy Red and Glossy Black, while the price stays unchanged at Rs 4.22 lakh (ex-showroom). There are no mechanical updates, no feature additions and no hardware revisions. This update is purely about adding more visual choice. In India’s cruiser market, where most options are built around single-cylinder engines or parallel-twin setups, the V302C still stands apart because of one key reason, its V-twin motor.</p><p><strong>Also Read:&nbsp;</strong><a href="https://www.autox.com/news/bike-news/keeway-zontes-and-qj-motor-get-price-cuts-of-up-to-rs-30000-after-gst-update-121793/">Keeway, Zontes and QJ Motor Get Price Cuts of Up to Rs 30,000 After GST Update</a></p><p>That alone gives it a different identity. For riders who want a cruiser that feels closer to traditional V-twin character without moving into larger displacement territory, the <a href="https://www.autox.com/new-bikes/keeway/v302c/">V302C </a>continues to hold relevance.</p><h2><strong>2026 Keeway V302C: Design and hardware</strong></h2><p>The design remains the same, and that works in its favour. The V302C still carries its low-slung bobber-style stance, stretched wheelbase, wide tyres and teardrop-shaped fuel tank. The blacked-out engine and exhaust continue to define its profile, while the round LED headlamp keeps the front end clean. In the new Glossy Yellow shade, the motorcycle gets a louder visual edge, giving buyers another option if red or black feels too familiar.</p><p>
      
    <img src="https://images.autox.com/uploads/2026/04/Keeway-V302C-1777447033774.webp" alt="Keeway V302C.png" style="width: 100%; height: auto;"></p><p>The hardware package is unchanged for 2026. The V302C continues with telescopic front forks, twin rear shock absorbers, a 300mm front disc, 240mm rear disc and dual-channel ABS. The setup is simple, but it matches the bike’s purpose. This is not a machine built for aggressive corner carving. It is built for comfort, straight-line stability and easy cruising. </p><p>Features include all-LED lighting, a fully digital instrument console and a slipper clutch. </p><h2><strong>2026 Keeway V302C: Engine</strong></h2><p>Powering the V302C is the same 298cc V-twin engine producing 29bhp and 26.5Nm. It continues with a belt-drive transmission, which remains one of the bike’s more interesting highlights. In this segment, belt drive is still uncommon, and it brings smoother operation, less maintenance and quieter running compared to a chain setup. </p><p>With a 15-litre fuel tank, the V302C also offers decent touring practicality. Riders looking at weekend highway rides or longer city loops will likely appreciate that added range. It fits the motorcycle’s laid-back character and adds some everyday usability beyond just style.</p><p>At Rs 4.22 lakh (ex-showroom), the <a href="https://www.autox.com/new-bikes/keeway/">Keeway</a> V302C remains a niche motorcycle. For riders who care about cruiser character as much as specifications, the 2026 V302C continues to do what it always has, stand apart.<br></p>

2026 Keeway V302C Launched in India at Rs 4.22 Lakh with New Colour Option

Keeway V302C stands out in India’s cruiser market with its 298cc V-twin engine, offering riders traditional twin-cylinder character without stepping into bigger bikes.

<p>Royal Enfield is taking its adventure game higher with the new Himalayan Base Camp, Ladakh Edition, set to take place in Leh from 4 to 6 September 2026. Registrations open on 1 May, and this looks like much more than just another riding event. Royal Enfield is bringing together motorcycling, outdoor adventure, and skill-building in Ladakh, a place that already holds special status among Indian riders.</p><p><strong>Also Read:&nbsp;</strong><a href="https://www.autox.com/news/bike-news/royal-enfield-reportedly-developing-old-himalayan-with-scram-440-engine-123407/">Royal Enfield Reportedly Developing Old Himalayan with Scram 440 Engine</a></p><p>For riders, Leh hardly needs an introduction. At 11,480 feet, Ladakh has long been one of India’s biggest adventure riding goals, and<a href="https://www.autox.com/new-bikes/royal-enfield/"> Royal Enfield </a>clearly understands what that means. With the Himalayan Base Camp, the company is turning this iconic region into a proper base for riders, overlanders, climbers, and outdoor enthusiasts looking to do more than just clock miles.</p><p>The Himalayan Base Camp is not only about riding through mountain roads. The event will also feature cycling, kayaking, bouldering, and mountaineering, along with workshops and expert-led sessions. It feels built for people who love adventure in every form, not just those turning up for another group ride.</p><h2><strong>The Royal Enfield Himalayan 450</strong></h2><p>Naturally, the <a href="https://www.autox.com/new-bikes/royal-enfield/himalayan-450/">Royal Enfield Himalayan 450</a> will be central to the whole experience. Powered by the Sherpa 450, Royal Enfield’s first liquid-cooled engine, it produces 40bhp and 40Nm. From highway touring to technical mountain trails, the Himalayan 450 has already become one of India’s most respected adventure tourers, and Ladakh feels like the perfect place for it.</p><p><img src="https://images.autox.com/uploads/2024/06/Royal-Enfield-Himalayan-Long-Term-Report-June-2024.jpg" alt="Royal Enfield Himalayan " style="width: 100%; height: auto;"></p><p>What makes this stand out is Royal Enfield’s bigger vision. Riders today are chasing more than scenic roads. They want proper experiences, new skills, and challenges that go beyond the saddle. The Himalayan Base Camp seems designed around exactly that mindset, bringing together riding, endurance, and outdoor adventure in one of the country’s most iconic landscapes.</p><p>If Ladakh, Royal Enfield, and high-altitude riding already speak your language, this is one event that deserves attention.</p>

Royal Enfield Himalayan Base Camp Ladakh Edition Announced Ahead of May 1 Registrations

Himalayan Base Camp Ladakh Edition marks Royal Enfield’s new adventure event, bringing riders and outdoor enthusiasts to Leh from September 4-6.

<p><a href="https://www.autox.com/new-bikes/oben-electric/">Oben Electric</a> is preparing to reveal a new electric motorcycle on April 30, 2026, and from the first teaser, it looks very different from the bikes it currently sells. Teased under the ‘Unleash The Bold’ campaign, this upcoming model seems to mark a big shift for the brand. While Oben has not revealed the name yet, the design already suggests this will not be another simple commuter-focused <a href="https://www.autox.com/electric-bikes-in-india/">electric bike</a>. Compared to the current Rorr range, this new motorcycle looks sharper, bolder, and more aggressive, hinting that Oben may now be targeting riders who want stronger performance and more road presence.</p><p><strong>Also Read:&nbsp;</strong><a href="https://www.autox.com/news/bike-news/bsa-scrambler-650-launched-at-rs-324-lakh-with-652cc-gold-star-engine-123423/">BSA Scrambler 650 Launched at Rs 3.24 Lakh with 652cc Gold Star Engine</a></p><h2><strong>Upcoming Oben Electric Bike: Expected Design</strong></h2><p>The teaser shows a completely fresh design language for Oben. Up front, the motorcycle gets a circular projector LED headlamp paired with a wide LED DRL, giving it a futuristic look. Unlike the softer styling of the <a href="https://www.autox.com/new-bikes/oben-electric/rorr-ez/">Rorr EZ</a> and Rorr Sigma, this new bike appears more modern and performance-focused. It could become Oben’s new flagship and may help the brand move beyond practical city commuting into a space that also appeals to enthusiasts.</p><h2><strong>Upcoming Oben Electric Bike: Expected Powertrain</strong></h2><p>The current flagship uses an 8kW motor with a 4.4kWh battery pack and offers a claimed range of 187km. This new model is expected to deliver either more power, better range, or possibly both. If Oben keeps its LFP battery technology, fast charging, and long 8-year or 80,000km warranty while improving performance, this bike could become a stronger player in India’s growing electric motorcycle segment.</p><p>More than just a new product, this launch looks like Oben’s attempt to strengthen its position in a competitive EV market. With bolder styling and likely better performance, the company seems ready to push beyond its current image. All the big answers will arrive on April 30, when Oben finally reveals whether this new motorcycle can deliver on the bold promise shown in its teaser.<br></p>

Oben Electric Bike Teased Ahead of India Launch on April 30

Oben Electric’s new bike teaser hints at bold styling, bigger performance, futuristic design, and a possible flagship electric motorcycle launch in India on April 30.

<p>BMW Motorrad has launched the<a href="https://www.autox.com/new-bikes/bmw/f-450-gs/"> F 450 GS</a> in India&nbsp;at an ex-showroom starting price of Rs 4.70 lakh.&nbsp;Bookings for the TVS-manufactured ADV are already&nbsp;underway, while deliveries are anticipated to begin soon.&nbsp;Compared to the single-cylinder setup&nbsp;of its predecessor, the discontinued <a href="https://www.autox.com/new-bikes/bmw/g-310-gs/">BMW G 310 GS</a>,&nbsp;the F 450 brings a larger and more powerful twin-cylinder energy to the entry-level GS. It will compete against the <a href="https://www.autox.com/new-bikes/ktm/390-adventure/">KTM 390 Adventure</a>, the<a href="https://www.autox.com/new-bikes/royal-enfield/himalayan-450/"> Royal Enfield Himalayan 450</a>, and the <a href="https://www.autox.com/new-bikes/honda/nx500/">Honda NX500</a>. Check out what the baby GS brings to India's competitive mid-capacity adventure segment.&nbsp;</p><h2><strong>BMW F 450 GS Engine and Hardware</strong></h2><p>
      <br></p><div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/11/BMW-F-450-GS-Engine-1762317917675.webp" alt="BMW F 450 GS Engine" style="width: 100%; height: auto;">
      </div>
    <p><br></p><p>The&nbsp;F 450 GS uses a completely new 420cc liquid-cooled parallel-twin engine that produces 47bhp and 43Nm, which is 13bhp and 15Nm more than the single-cylinder unit in the discontinued G 310 GS.&nbsp;The rise in performance (around 41% more power and 53% more torque) and the ability to perform well even at low speeds make it easier to ride on rough roads and off-road trails.&nbsp;Thanks to the 135-degree crankpin offset and balance shaft, the motor runs smoothly with reduced vibrations.&nbsp;It also gives the bike a deep, unique exhaust sound&nbsp;that’s different from most parallel twins.&nbsp;Moreover, the unit comes paired with a six-speed gearbox and is supported by a slipper clutch.&nbsp;Additionally, a bi-directional quickshifter is offered as standard.&nbsp;</p><p>The BMW F 450 GS is built on a tubular steel frame, suspended by USD forks at the front and a monoshock at the rear.&nbsp;Braking is handled by a 310mm front disc and a 240mm rear disc. It rides on a 19-inch front and 17-inch&nbsp;rear wheel setup, while weighing 178kg.&nbsp;The seat height stands at 845mm,&nbsp;and can be adjusted to 830mm or 865mm&nbsp;to suit riders of different heights.</p><h2><strong>BMW F 450 GS Design and Features</strong></h2><p>
      <br></p><div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/11/BMW-F-450-GS-(1)-1762317924611.webp" alt="BMW F 450 GS (1).jpg" style="width: 100%; height: auto;">
      </div>
    <p><br></p><p>The F 450 is instantly recognisable as a GS due to its rugged and adventure-focused design.&nbsp;It has a tall front beak, aggressive body panels, and a contoured fuel tank. The tail portion looks slim, while the&nbsp;upright proportions add to the bike's off-road appeal. Overall, the bike balance purpose and style well for everyday use while maintaining design cues from bigger GSs.&nbsp;</p><p>Key features include a 6.5-inch TFT screen&nbsp;with smartphone integration,&nbsp;Easy Ride Clutch,&nbsp;traction control, multiple riding modes, cornering ABS,&nbsp;and engine braking control. It also benefits from BMW’s Shift Assistant Pro, which offers clutchless shifting.</p><h2><strong>BMW F 450 GS Variants in India</strong></h2><p><a href="https://www.autox.com/new-bikes/bmw/">BMW</a> Motorrad offers the F 450 GS in four variants globally, namely Basic, Exclusive, Sport, and Trophy. However, the lineup has been streamlined to three variants for the Indian market, including Basic, Exclusive, and GS Trophy. Here's a look at the prices of these models:</p><table style="border-collapse:collapse;width: 100%;"><tbody>
<tr>
	<td style="width: 50%;"><strong>Variants</strong></td>
	<td style="width: 50%;"><strong>Price (ex-showroom)</strong></td></tr>
<tr>
	<td style="width: 50%;">Basic</td>
	<td style="width: 50%;">Rs 4.70 lakh</td></tr>
<tr>
	<td style="width: 50%;">Exclusive&nbsp;</td>
	<td style="width: 50%;">Rs 4.90 lakh</td></tr>
<tr>
	<td style="width: 50%;">GS Trophy</td>
	<td style="width: 50%;">Rs 5.30 lakh</td></tr></tbody></table>

BMW F 450 GS Launched in India at Rs 4.70 Lakh

Bookings for the TVS-manufactured ADV are already underway. BMW has equipped the F 450 GS with a new 420cc liquid-cooled parallel-twin engine.

<p>Classic Legends has launched the <a href="https://www.autox.com/new-bikes/bsa/scrambler-650/">BSA Scrambler 650 </a>at a starting price of Rs 3.24 lakh (ex-showroom), giving BSA a clear foothold in the scrambler segment. Based on the <a href="https://www.autox.com/new-bikes/bsa/gold-star/">BSA Gold Star 650</a>, the new bike is not just a cosmetic tweak. It gets meaningful changes to make it work better on broken roads and light off-road trails. What makes it more interesting is the price. </p><p><strong>Also Read:&nbsp;</strong><a href="https://www.autox.com/news/bike-news/bsa-thunderbolt-adv-unveiled-at-eicma-2025-with-334cc-liquid-cooled-engine-122096/">BSA Thunderbolt ADV Unveiled at EICMA 2025 with 334cc Liquid-cooled Engine</a></p><p>It sits nearly Rs 50,000 below the <a href="https://www.autox.com/new-bikes/royal-enfield/bear-650/">Royal Enfield Bear 650</a>, which puts it in a strong position right from the start.</p><h2><strong>BSA Scrambler 650: Design &amp; Features</strong></h2><p>In terms of design, <a href="https://www.autox.com/new-bikes/bsa/">BSA</a> has not tried too hard, and that works in its favour. It still looks like a classic motorcycle, but now with the right scrambler bits. There is a high-mounted front fender, fork gaiters, and new side panels with ‘65’ branding. The handlebar gets a brace, which is something you expect on a bike that will see some dirt.</p><p>It keeps the teardrop tank and round headlamp, but the upswept exhaust and chunkier tyres change the stance quite a bit. The real change is in the hardware. The front wheel is now a 19-inch unit, replacing the 18-inch setup on the Gold Star. The rear stays 17-inch. This should give it better stability when the road disappears.</p><p>
      
    <img src="https://images.autox.com/uploads/2026/04/BSA-Scrambler-650-Front--1776955974815.webp" alt="BSA Scrambler 650 Front .png" style="width: 100%; height: auto;"></p><p>Seat height is 820mm, and ground clearance is 187mm, so it should be manageable for most riders while still offering enough room to tackle rough patches. At 208 kg (dry), it is not light, but that is standard for this class. The numbers look right for mixed use.</p><p>Features are kept simple, which is not a bad thing. You get an LED headlamp and a round LCD console. Dual-channel ABS is standard, and you can switch off the rear ABS when needed. It also comes with traction control. Braking setup includes a 320mm front disc and a 255mm rear disc with Brembo callipers.</p><h2><strong>BSA Scrambler 650: Engine</strong></h2><p>BSA is also offering a good list of accessories, including engine guards, luggage options, and a headlight grille, so you can set it up as you like. Power comes from the same 652cc single-cylinder engine, making 44.5bhp and 55Nm, paired with a 6-speed gearbox. The focus here is clearly on low and mid-range performance.</p><p><img src="https://images.autox.com/uploads/2026/04/BSA-Scrambler-650-Rear--1776955979449.webp" alt="BSA Scrambler 650 Rear .png" style="width: 100%; height: auto;"></p><p>This should make it easy to ride in the city and still be capable on weekend trails. Suspension duties are handled by telescopic forks at the front and twin shocks at the rear. The middleweight scrambler segment in India is picking up pace, and this is where the Scrambler 650 fits in neatly.</p><p>It offers a familiar engine, usable upgrades, and a price that undercuts its closest rival. If you are after a 650cc bike that can deal with daily riding and still take a detour when the road ends, this one makes a solid case.</p>

BSA Scrambler 650 Launched at Rs 3.24 Lakh with 652cc Gold Star Engine

BSA Scrambler 650 arrives in India at Rs 3.24 lakh with a 652cc engine making 44.5bhp and 55Nm, tuned for strong mid-range performance.

<p>Classic Legends has launched out the 2026 Yezdi Scrambler in India at Rs 1.99 lakh (ex-showroom), and this update feels like it comes straight from rider feedback. The price has gone up by roughly Rs 4,000, but the changes are aimed at making the bike easier and better to ride every day. This is not a cosmetic update. Yezdi has worked on the engine, added new tech, and tweaked the chassis to improve how the bike behaves on real roads. </p><p><strong>Also Read:&nbsp;</strong><a href="https://www.autox.com/news/bike-news/top-350cc-cruiser-motorcycles-to-consider-post-gst-revision-121806/">Top 350cc Cruiser Motorcycles to Consider Post GST Revision</a></p><p>It continues to sit in the same bracket as the Royal Enfield Scram 440 and the Triumph Scrambler 400X, so the focus here is clearly on staying competitive where it matters most.</p><h2>2026 Yezdi Scrambler: Design &amp; Features</h2><p>Visually, the Scrambler does not try too hard to look new, and that works in its favour. The basic shape, stance, and proportions remain unchanged, which means you still get that proper scrambler look. Yezdi has added new tank graphics and slightly revised side panels, and there are fresh colour options as well. The high-mounted front fender and upswept exhaust are still here, and honestly, they did not need any change.</p><p>
      
    <img src="https://images.autox.com/uploads/2026/04/2026-Yezdi-Scrambler-Side-1776952967142.webp" alt="2026 Yezdi Scrambler Side.png" style="width: 100%; height: auto;"></p><p>The biggest upgrade this time is traction control, and it comes with three modes. That is a serious addition for a bike in this price range and should make a difference when riding on gravel or wet roads. Dual-channel ABS continues, and you can still switch off the rear ABS if you want more control off-road. The console and LED setup remain unchanged. The seat height has gone up by 13mm to 813mm, which might slightly alter how shorter riders feel on the bike.</p><h2>2026 Yezdi Scrambler: Engine &amp; Hardware</h2><p>The 334cc liquid-cooled engine is still at the core, but Yezdi has worked on it. It now makes 29.5 bhp and 30 Nm. The six-speed gearbox stays, but the tuning is focused on smoother delivery and better low-end pull. On paper, the gains look small, but out on the road, this should translate into a more usable and less jerky ride.</p><p>Another area that has seen attention is the chassis. It is now stiffer, which should help with stability and feedback. Suspension setup remains the same with telescopic forks up front and a monoshock at the rear, offering 150mm and 130mm of travel. Ground clearance is still 200mm, so the Scrambler keeps its ability to deal with broken roads and light trails without any stress.</p><p>Overall, the 2026 Yezdi Scrambler does not try to reinvent itself. Instead, it fixes the small things that matter when you actually ride the bike. With added traction control, a smoother engine, and a more sorted chassis, it now feels like a more complete package in the scrambler space.<br></p>

2026 Yezdi Scrambler Launched at Rs 1.99 Lakh with Design and Tech Upgrades

2026 Yezdi Scrambler launched with stiffer chassis, more power and torque, plus updated design and features for improved everyday performance.

<p>TVS has widened the range of <a href="https://www.autox.com/new-bikes/tvs/raider-125/">Raider 125 </a>for 2026 with two new variants, the SXC DD and the TFT DD, priced at Rs 96,725 and Rs 98,550 (ex-showroom), respectively. While both models carry the same silhouette and sporty design, they add a new eye-catching Nitro Green colour to the lineup.&nbsp;The Green colour spans across the cowl, tank, and side panels, and is complemented by a green front alloy and black rear wheel.&nbsp;That said, the models are also available in the existing Metallic Blue and Striking Red colours.</p><p>Here’s a full price list of the 2026 TVS Raider 125:</p><table style="border-collapse:collapse;width: 100%;"><tbody>
<tr>
	<td style="width: 50%;"><strong>Models&nbsp;</strong></td>
	<td style="width: 50%;"><strong>Price (ex-showroom)</strong></td></tr>
<tr>
	<td style="width: 50%;">Drum</td>
	<td style="width: 50%;">Rs 82,860</td></tr>
<tr>
	<td style="width: 50%;">Single-seat</td>
	<td style="width: 50%;">Rs 88,470</td></tr>
<tr>
	<td style="width: 50%;">Split Seat</td>
	<td style="width: 50%;">Rs 92,520</td></tr>
<tr>
	<td style="width: 50%;">iGo</td>
	<td style="width: 50%;">Rs 92,520</td></tr>
<tr>
	<td style="width: 50%;">SSE</td>
	<td style="width: 50%;">Rs 93,520</td></tr>
<tr>
	<td style="width: 50%;">SXC DD</td>
	<td style="width: 50%;">Rs 96,725</td></tr>
<tr>
	<td style="width: 50%;">TFT DD</td>
	<td style="width: 50%;">Rs 98,550</td></tr></tbody></table><h2><strong>2026 TVS Raider 125: What’s New?</strong></h2><p>As part of the update, the scooter now gets a full-colour TFT instrument cluster in the TFT DD variant, in place of the previous reverse LCD unit. The new display sports a vibrant orange-and-black interface that enhances readability and enables features such as live score tracking, turn-by-turn navigation,&nbsp;ride analytics, call alerts, and weather updates.</p><p><strong>Also Read:&nbsp;</strong><a href="https://www.autox.com/news/bike-news/bajaj-pulsar-ns400z-updated-with-new-349cc-engine-price-unchanged-123405/">Bajaj Pulsar NS400Z Updated with New 349cc Engine; Price Unchanged</a></p><p>That said, the SXC DD variant continues with an LCD console, though it has an extensive suite of over 85 connected features.</p><h2><strong>2026 TVS Raider 125: Engine, Hardware, and Other Details</strong></h2><p>The Raider continues to have a 124.8cc air- and oil-cooled single-cylinder engine that produces a maximum power output of 11.22bhp and a peak torque of 11.2Nm, and is mated to a 5-speed gearbox.&nbsp;The TV commuter has a 0 to 60 km/h acceleration time of 5.8 seconds.  It is equipped with telescopic forks at the front and a monoshock at the rear with five-step adjustability.&nbsp;Stopping power comes from a 240mm front disc and a 200mm rear disc with single-channel ABS.</p><p>Other amenities include a side-stand  engine cut-off function, Glide Through Traffic (GTT) technology, LED headlamp and taillamp, and single-channel ABS. <br></p>

2026 TVS Raider 125 Launched in India – Here's What's New

Prices for the 2026 TV Raider 125 start at Rs 82,860 for the Drum variant, and go up to Rs 98,550 for the new TFT DD variant. Check out what's new on the 2026 iteration. 

<p>BMW Motorrad didn’t just celebrate 50 years of the RS badge, it reminded everyone why the sport-tourer still matters. Spend a day on something like the BMW R 1300 RS and you get it immediately. It’s quick when the road opens up, calm when you settle into a long stretch, and built to do both without drama. That idea goes all the way back to 1976 and the BMW R 100 RS, the bike that turned RS from a racing term into something riders could actually live with.</p><p><strong>Also Read:&nbsp;</strong><a href="https://www.autox.com/news/bike-news/bmw-m-1000-r-launched-in-india-at-3350-lakh-123124/">BMW M 1000 R Launched in India at Rs 33.50 Lakh</a></p><p>Let’s start with the present, because the R 1300 RS sets the tone for what RS means today. The 1300cc boxer puts out 145bhp and pushes on to 240km/h, but numbers only tell half the story. The chassis feels tighter, the aero works better at speed, and the electronics actually add to the ride instead of getting in the way.</p><p> Riding modes, traction control, optional automated shifting, it’s all there, but the core idea hasn’t changed. It still feels like a fast bike you can ride all day.</p><h2>BMW R 100 RS</h2><p>Now rewind to where it all began. The original R 100 RS didn’t just arrive, it made a point. BMW got Pininfarina involved to shape that full fairing, and the result worked. Proper wind protection, better stability, and a bike that didn’t wear you out at speed. The 980cc boxer made 70bhp and touched 200km/h, which was serious pace in the late 1970s.</p><p><img src="https://images.autox.com/uploads/2026/04/BMW-R-100-RS-1776938221676.webp" alt="BMW R 100 RS.png" style="width: 100%; height: auto;"></p><p>And then BMW went racing with it, in its own way. A tuned R 100 RS ran at Nardo in 1977, crossed 220km/h, and set five world records. That wasn’t just for headlines, it showed the RS idea had real depth. It stayed in production until 1984 and built a reputation that still holds up.</p><h2>BMW R 100 RS Monolever</h2><p>
      
    <img src="https://images.autox.com/uploads/2026/04/BMW-R-100-RS-Monolever-1776938860983.webp" alt="BMW R 100 RS Monolever.png" style="width: 100%; height: auto;"></p><p>The BMW R 100 RS Monolever came back in 1986 because riders wanted it back. Simple as that. It was supposed to be limited, but demand kept it going till 1992. Same 980cc boxer, now at 60bhp, plus the Monolever rear end. It didn’t try to reinvent anything, it just kept the RS formula alive.</p><h2>BMW R 1100 RS</h2><p>
      
    <img src="https://images.autox.com/uploads/2026/04/BMW-R-1100-RS-1776938874375.webp" alt="BMW R 1100 RS.png" style="width: 100%; height: auto;"></p><p>Then came the BMW R 1100 RS, and this is where things started to feel modern. Four-valve heads, fuel injection, and that Telelever front end changed how the bike behaved under braking and through corners. With 90bhp, it had the pace to match its touring ability, and it felt like a proper step forward.</p><h2>BMW R 1150 RS</h2><p>
      
    <img src="https://images.autox.com/uploads/2026/04/BMW-R-1150-RS-1776938889902.webp" alt="BMW R 1150 RS.png" style="width: 100%; height: auto;"></p><p>The BMW R 1150 RS didn’t mess with the formula too much, but it didn’t need to. The 1130cc engine pushed out 95bhp, refinement improved, and it stayed true to what RS riders expected. It was more of a solid evolution than a big leap.</p><h2>BMW R 1200 RS</h2><p>
      
    <img src="https://images.autox.com/uploads/2026/04/BMW-R-1200-RS-1776938896974.webp" alt="BMW R 1200 RS.png" style="width: 100%; height: auto;"></p><p>Things shifted with the BMW R 1200 RS. Liquid cooling came in, along with semi-active suspension. For the first time, the bike could adjust itself depending on how and where you were riding. It still felt like an RS, just sharper and more adaptable.</p><h2>BMW R 1250 RS</h2><p><img src="https://images.autox.com/uploads/2026/04/BMW-R-1250-RS-1776938901000.webp" alt="BMW R 1250 RS.png" style="width: 100%; height: auto;"></p><p>Then the BMW R 1250 RS brought in ShiftCam. That tech made a real difference on the road, especially in the mid-range where you actually ride. With 136bhp from the 1254cc motor, it had both flexibility and performance, along with a full set of modern electronics.</p><p>Fifty years in, the RS badge still means the same thing. A bike that can cover ground quickly, handle a proper road when you find one, and keep you comfortable while doing both. The numbers have changed, the tech has moved on, but that core idea hasn’t gone anywhere.<br></p>

BMW Motorrad Celebrates 50 Years of RS Sport-Tourers with R 1300 RS

BMW Motorrad celebrates 50 years of RS bikes, as the BMW R 1300 RS with 145bhp leads a seven-generation sport-touring legacy across boxer and four-cylinder models.

<p>Kawasaki  is offering a complimentary pannier kit of Rs 1.25 lakh with the Ninja 1100SX.&nbsp;The offer applies to a limited 2025 model units and will be available on a first-come, first-served basis until April 30 or&nbsp;until the stock lasts. It provides significant savings on one of the key touring accessories, which adds to the bike’s practicality without adding to the overall price.&nbsp;The panniers improve long-distance usability while removing the need for costly aftermarket upgrades, making the package especially attractive for touring enthusiasts looking for a ready-to-ride package.</p><p><a href="https://www.autox.com/new-bikes/kawasaki/">Kawasaki </a>Ninja 1100SX is one of the ideal options in the sporty long-distance touring segment. It flaunts Kawasaki’s signature Ninja design language, and gets sharp, full-fairing bodywork with clean aerodynamic lines. Key highlights include twin LED headlamps, a sculpted fuel tank, and a slender tail section.</p><h2><strong>Kawasaki Ninja 1100SX: Engine and Hardware</strong></h2><p>The bike runs on a 1099cc, inline-4, liquid-cooled engine that produces 134bhp and 113Nm  and is paired with a six-speed gearbox. It is built on a twin-tube aluminium frame, suspended by a 41mm inverted front fork with adjustable settings, while the rear uses a horizontal back-link setup with&nbsp;a gas-charged shock and remote preload adjustability. Stopping power comes from dual 300mm front discs and radial-mount 4-piston callipers, along with a 260mm rear disc.</p><p>The bike comes equipped with 17-inch wheels wrapped in 120-section front and 190-section rear tyres. It measures 2,100mm in length, 805mm in width, and 1,225mm in height, and has a 1,440mm wheelbase and 135mm ground clearance.</p><h2><strong>Kawasaki Ninja 1100SX: Price and Rivals</strong></h2><p>The <a href="https://www.autox.com/new-bikes/kawasaki/ninja-1100sx/">Ninja 1100SX </a>belongs to the premium sport-touring segment in India, priced at Rs 14.42 lakh (ex-showroom).  It can serve as an alternative to models like the <a href="https://www.autox.com/new-bikes/suzuki/hayabusa/">Suzuki Hayabusa</a>, <a href="https://www.autox.com/new-bikes/bmw/f900xr/">BMW F900XR</a>, <a href="https://www.autox.com/new-bikes/kawasaki/versys-1100/">Kawasaki Versys 1100</a>, and <a href="https://www.autox.com/new-bikes/triumph/tiger-900/">Triumph Tiger 900 GT</a>.</p>

Kawasaki Ninja 1100SX Gets Complimentary Panniers Worth Rs 1.25 Lakh

The Ninja 1100SX belongs to the premium sport-touring segment in India. It has a 1099cc, inline-4, liquid-cooled engine that produces 134bhp and 113Nm  and is paired with a six-speed gearbox.

<p>The KTM 1390 Super Duke RR Track has made&nbsp;its debut in the international market as the first pure track machine in the brand's Super Duke Range. It is limited to 100 units globally and is about 20 kg lighter than the 1390 Super Duke R. The bike is developed exclusively&nbsp;for track use and does not feature any road-legal parts.&nbsp;It is the most extreme and focused motorcycle to ever roll out&nbsp;of the Mattighofen factory. Read on to know more.</p><h2>KTM 1390 Super Duke RR Track: Weight Reduction</h2><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/04/KTM-1390-SUPER-DUKE-RR-TRACK-2-1776861015411.webp" alt="KTM 1390 SUPER DUKE RR TRACK 2.jpg" style="width: 100%; height: auto;">
      </div>
    </p><p>KTM has made weight reduction the&nbsp;central focus of the 1390 Super Duke RR Track’s (has a kerb weight of 177 kg) design.&nbsp;For example, the bike weighs 9 kg less&nbsp;than the street-legal 1390 Super Duke RR&nbsp;and 20 kg lighter than the standard&nbsp;1390 Super Duke R.&nbsp;These weight savings come from carbon-fibre bodywork, forged&nbsp;magnesium wheels, a titanium&nbsp;Akrapovič Evolution Line exhaust,&nbsp;titanium hardware, and a simplified&nbsp;electronics package.</p><h2>KTM 1390 Super Duke RR Track: MotoGP-Inspired Hardware</h2><p><img src="https://images.autox.com/uploads/2026/04/KTM-1390-SUPER-DUKE-RR-TRACK-1-1776861060192.webp" alt="KTM 1390 SUPER DUKE RR TRACK 1.jpg" style="width: 100%; height: auto;"></p><p>The motorcycle features WP Pro fully adjustable suspension inspired&nbsp;by MotoGP machines.&nbsp;This setup enables riders&nbsp;to fine-tune for different tracks and riding styles.&nbsp;Stopping power comes from a Brembo&nbsp;Superbike-spec system, and the bike rides on&nbsp;Michelin slick tyres.&nbsp;Other key highlights include a&nbsp;4.2-inch instrument console, and a dedicated&nbsp;suite of track-oriented electronics, including&nbsp;five levels of engine brake control,&nbsp;adjustable throttle response,&nbsp;a bidirectional quickshifter, six levels of wheelie control, and&nbsp;three riding modes.&nbsp;</p><h2>KTM 1390 Super Duke RR Track: Engine</h2><p>While it has&nbsp;the same 1350cc liquid-cooled V-twin engine as the standard Super Duke (187bhp/145Nm), the 1390 Super Duke RR Track (199bhp/151Nm) produces about 12bhp and 6Nm more.</p><h2>KTM 1390 Super Duke RR Track: Will it Come to India?</h2><p>Limited to only 100 units globally, the KTM  1390 Super Duke RR Track is expected to reach authorised&nbsp;dealers by May 2026. In India, however, the bike's availability remains doubtful. Although KTM has been&nbsp;expanding its premium motorcycle range in the country, the RR Track’s highly exclusive&nbsp;production run signifies that it is likely to be primarily reserved for the European market and elite customers. </p>

Track-Focused KTM 1390 Super Duke RR Breaks Cover Globally

The newly unveiled KTM 1390 Super Duke RR Track is limited to 100 units globally. It weighs 9 kg less than the street-legal 1390 Super Duke RR. 

<p>The Yezdi Scrambler hasn’t seen any major update since its launch in India four years ago,&nbsp;but that’s likely to change soon. A new <a href="https://www.autox.com/new-bikes/yezdi/">Yezdi bike</a> will launch tomorrow,&nbsp;i.e., April 23, and we anticipate that it could be the updated Scrambler. While official details are still under wraps, the bike will reportedly&nbsp;see some of the key changes in the form of weight reduction&nbsp;and improved ride quality. The existing <a href="https://www.autox.com/new-bikes/yezdi/scrambler/">Yezdi Scrambler</a>&nbsp;is priced from Rs 2.12 lakh. Given the notable updates, a slight&nbsp;price hike is expected. Read on to find out what to expect.</p><h2><strong>Updated Yezdi Scrambler Launch Tomorrow: What to Expect?</strong></h2><p>The all-new Scrambler will likely shave off around 10-20 kgs of weight, with the use of lighter components, revised internals and a single exhaust setup. For reference, the kerb weight of the existing model is 192 kg. The motorcycle is also expected to come with a revised suspension at the rear, potentially a monoshock unit, with increased travel. Currently, the bike rides on a 41mm telescopic front fork and twin gas-filled shock absorbers with preload adjustability. In addition, the new version of the bike may get fresh paint schemes, and graphics for a more refined appearance.</p><p><strong>Also Read:&nbsp;</strong><a href="https://www.autox.com/news/bike-news/royal-enfield-reportedly-developing-old-himalayan-with-scram-440-engine-123407/">Royal Enfield Reportedly Developing Old Himalayan with Scram 440 Engine</a></p><p>As for the engine, the revised Scrambler is likely to be equipped with the same&nbsp;Alpha 2 334cc, single-cylinder, liquid-cooled engine that churns out a maximum power output of 29.36bhp at 8,000rpm, and a peak torque of 28.21Nm at 6,750rpm, and is paired with a 6-speed gearbox.&nbsp;</p><p>While there’s no official confirmation yet, Yezdi could be working on a bigger, more powerful Scrambler 650 to sit above the current model. The bike will likely retain the existing bike's styling cues while sitting on a bigger 652cc, single-cylinder, liquid-cooled engine, also found on the BSA Gold Star 650, which is also sold under the Classic Legends umbrella. This unit produces&nbsp;44bhp at 6,500rpm and 55Nm&nbsp;at 4,000rpm, and comes paired with&nbsp;a 6-speed gearbox.&nbsp;</p>

New Yezdi Bike Launch on April 23 – Is the Updated Scrambler Finally Coming?

Given the notable updates, likely weight reduction, and new colour options, the updated Yezdi Scrambler is expected to be priced higher than the outgoing model (Rs 2.12 lakh, ex-showroom). 

<p>Suzuki Motorcycle India&nbsp;has added a new dual-tone colour called Pearl Glacier White/Metallic&nbsp;Oort Gray to the palette of the Avenis Scooter Special Edition. Apart from the new colour,&nbsp;the rest of the scooter remains unchanged and continues to be powered by a 124.3cc all-aluminium four-stroke engine with Suzuki Eco Performance (SEP) technology. The Avenis has always been loved for its youth-focused design, and this new dual-tone&nbsp;Pearl Glacier White/Metallic&nbsp;Oort Gray adds to the contemporary vibe. The white as a base, paired with subtle matte-finished&nbsp;Gray accents, makes the Avenis Special Edition more premium and sporty.&nbsp;It is complemented by the scooter’s dual-tone seat cover finished in red and black colour combination, and modern graphics, all of which highlight the Suzuki scooter's sportiness and dynamic appeal.</p><p><strong>Also Read:&nbsp;</strong><a href="https://www.autox.com/news/industry-news/suzuki-motorcycle-india-records-15-sales-growth-in-fy26-123269/"> Suzuki Motorcycle India Records 15% Sales Growth in FY26</a></p><p>Commenting on the launch, Deepak Mutreja, Vice President – Sales &amp; Marketing, Suzuki Motorcycle India Pvt. Ltd., said, 'The Avenis has been well-received for its sporty styling, performance, and everyday practicality.&nbsp;With the introduction of this new Pearl Glacier White / Metallic Oort Gray colour for the Special Edition, we aim to further&nbsp;enhance its visual appeal and keep the portfolio fresh and relevant&nbsp;for our customers. We are confident that this new addition will resonate strongly with young and style-conscious riders.'</p><h2><strong>Suzuki Avenis Special Edition: Other Key Details</strong></h2><p>The 24.3cc single-cylinder, air-cooled engine in the Avenis  delivers 8.5bhp  at 6,750rpm and 10Nm at 5,500rpm, and is paired with a CVT. The scooter rides on telescopic front suspension and comes equipped with a Combined Braking System (CBS). Feature highlights include an external fuel filler cap,&nbsp;a Bluetooth-enabled digital console with <a href="https://www.autox.com/new-bikes/suzuki/">Suzuk</a>i Ride Connect, a 12-inch front wheel, LED lighting setup, 21.8-litre under-seat storage, and a storage compartment at the front with&nbsp;a USB charging socket.</p><p>Prices for the Avenis start at Rs 84,293 for the base Standard Edition, and&nbsp;top out&nbsp;at Rs 86,677 for the Special Edition. Both prices are ex-showroom. </p>

Suzuki Avenis Special Edition Now Available in New Colour; Check Details

Prices for the Avenis start at Rs 84,293 for the base Standard Edition, and top out at Rs 86,677 for the Special Edition. Both prices are ex-showroom.

<p>Royal Enfield may finally be working on the bike many riders have been asking for ever since the old Himalayan 411 went off sale. While the Himalayan 450 is a far more capable machine, it is also taller, heavier and a lot more expensive than the original bike ever was. According to reports, Royal Enfield is now developing a new model, which is expected to slot between the Scram 440 and the Himalayan 450. This new bike could bring back the simple, accessible and rugged character of the old Himalayan, while offering a bit more performance and better touring ability than the Scram 440.</p><p><strong>Also Read:&nbsp;</strong><a href="https://www.autox.com/reviews/bike-reviews/royal-enfield-450-apex-first-ride-impressions-sharper-sherpa-123329/">Royal Enfield 450 Apex First Ride Impressions - Sharper Sherpa</a></p><p>The old Himalayan 411 built its reputation on being simple and easy to ride. It was not fast, but it was approachable, comfortable and affordable enough to get a lot of people into adventure touring. </p><p>The Himalayan 450 changed that formula by adding more power, more tech and a bigger price tag. That left a clear gap in Royal Enfield’s range for riders who want a practical adventure bike without spending over Rs 3 lakh.</p><p>
      
    <img src="https://images.autox.com/uploads/2024/11/Royal-Enfield-Himalayan-450-Stand-View.jpg" alt="Royal Enfield Himalayan 450 Stand View" style="width: 100%; height: auto;"></p><p>Reports suggest the new Himalayan 440 will use the same 443cc, air and oil-cooled, single-cylinder engine from the Scram 440. That motor makes 25bhp and 34Nm and comes with a six-speed gearbox. Those numbers are only slightly higher than the old Himalayan 411. Since Royal Enfield already uses this engine in the <a href="https://www.autox.com/new-bikes/royal-enfield/scram-440/">Scram 440</a>, the manufacturer will be able to save development time and reduce R&amp;D costs for the new bike.</p><p>Design-wise, the new Himalayan is expected to stay close to the OG Himalayan 411. Expect a simple body style, upright riding position and longer-travel suspension. Expect a 21-inch front wheel and 17-inch rear wheel setup, just like the old Himalayan, which should help it remain capable off-road. The seat height is expected to be around 795mm, making it easier to manage than the <a href="https://www.autox.com/new-bikes/royal-enfield/himalayan-450/">Himalayan 450</a>.</p><p>
      <br></p><div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2022/08/Royal-Enfield-Himalayan-Odyssey-2022-32.jpg" alt="Royal Enfield Himalayan Odyssey 2022 32" style="width: 100%; height: auto;">
      </div>
    <p><br></p><p>Features are likely to remain basic, which is not a bad thing for this kind of motorcycle. Switchable ABS and Royal Enfield’s Tripper navigation pod are expected to be offered, but riding modes and traction control may be left out.</p><p>If reports are accurate, <a href="https://www.autox.com/new-bikes/royal-enfield/">Royal Enfield </a>could launch the new Himalayan 440 sometime around the festive season next year.</p><p><a href="https://www.autocarindia.com/bike-news/royal-enfield-himalayan-440-in-the-works-439522">Source</a></p>

Royal Enfield Reportedly Developing Old Himalayan with Scram 440 Engine

Royal Enfield may launch a new Himalayan 440 with the Scram 440 engine, simpler design and lower price than the Himalayan 450.

<p>Bajaj has quietly updated the Bajaj Pulsar NS400Z, and the biggest change is under the tank. The bike now uses a new 349.13cc liquid-cooled single-cylinder engine in place of the older 373cc motor. This move brings the NS400Z in line with the rest of Bajaj’s updated performance line-up, which has already shifted below the 350cc mark to benefit from the lower GST slab.&nbsp;Interestingly, despite the smaller engine and lower tax bracket, <a href="https://www.autox.com/new-bikes/bajaj/">Bajaj</a> has decided to keep the NS400Z’s price unchanged at Rs 1.94&nbsp;lakh (ex-showroom).</p><p><strong>Also Read:&nbsp;</strong><a href="https://www.autox.com/news/bike-news/2026-bajaj-dominar-400-launched-with-350cc-engine-at-rs-203-lakh-123304/">2026 Bajaj Dominar 400 Launched with 350cc Engine at Rs 2.03 Lakh</a></p><h2><strong>Bajaj Pulsar NS400Z: The 350cc Engine</strong></h2><p>The new 349.13cc motor is the same unit that recently made its way into the updated <a href="https://www.autox.com/new-bikes/bajaj/dominar-400/">Bajaj Dominar 400</a>. It produces 40bhp at 9,000rpm and 33.2Nm at 7,500rpm, which is down from the older 373cc engine’s 42bhp and 35Nm figures.</p><p>
      
    <img src="https://images.autox.com/uploads/2026/04/Bajaj-Pulsar-NS400Z-350cc-Side-1776759169115.webp" alt="Bajaj Pulsar NS400Z 350cc Side.png" style="width: 100%; height: auto;"></p><p>While the performance figures have dropped slightly on paper, the bigger difference could come from the way the engine now delivers its power. </p><h2><strong>Bajaj Pulsar NS400Z: No Other Changes</strong></h2><p>Apart from the engine swap, the rest of the bike remains exactly the same. The NS400Z still gets the same perimeter frame, upside-down forks, rear monoshock, dual-channel ABS, ride modes, traction control and aggressive streetfighter styling. In short, if you liked the way the old bike looked and handled, there is nothing new to get used to here.</p><p>
      
    <img src="https://images.autox.com/uploads/2026/04/Bajaj-Pulsar-NS400Z-350cc-Rear-1776759173411.webp" alt="Bajaj Pulsar NS400Z 350cc Rear.png" style="width: 100%; height: auto;"></p><p>Even with the smaller engine, the <a href="https://www.autox.com/new-bikes/bajaj/pulsar-ns400/">Bajaj Pulsar NS400Z </a>still looks like one of the strongest value-for-money performance bikes in its segment. It packs plenty of features, has solid road presence and now joins the rest of Bajaj’s sub-350cc line-up under the GST 2.0 framework.</p>

Bajaj Pulsar NS400Z Updated with New 349cc Engine; Price Unchanged

The updated Bajaj Pulsar NS400Z gets a 349cc engine from the Bajaj Dominar 400, lower output and is still priced at Rs 1.93 lakh ex-showroom.

<p>KTM India has added new 350cc versions of the Duke and Adventure to its line-up, making the brand’s performance bikes more accessible than before. The new 350 Duke is priced at Rs 2.77 lakh, while the 350 Adventure costs Rs 2.81 lakh, both ex-showroom. That puts them around Rs 62,000 below the existing 399cc models. The main reason is tax. Since bikes under 350cc attract 18 per cent GST, KTM has been able to bring the price down without changing much else. The bigger 399cc models are still on sale, so buyers can now choose between both engine options.</p><p><strong>Also Read:&nbsp;</strong><a href="https://www.autox.com/news/bike-news/2026-ktm-1390-super-duke-rr-revealed-with-lc8-v-twin-engine-123321/">2026 KTM 1390 Super Duke RR Revealed with LC8 V-twin Engine</a></p><p>The new 349.32cc single-cylinder engine makes 41bhp at 8,600rpm and 33.5Nm at 7,000rpm. That is lower than the 399cc motor by 4.5bhp and 5.5Nm, but the rest of the package stays more or less the same. Both bikes continue with USD front forks, rear monoshock suspension, TFT display, 320mm front disc, 240mm rear disc and the same chassis as the bigger bikes. Even the styling is unchanged, so unless you know what to look for, it will be hard to tell the 350 and 390 models apart on the road.</p><p>The 350 Duke continues to be the more street-focused motorcycle in the range. It gets an 800mm seat height, 183mm ground clearance and tips the scales at 168kg. The 350 Adventure, meanwhile, is aimed at riders who want to do more touring and rough-road riding. It gets a taller 830mm seat, 230mm of ground clearance, longer-travel suspension and a 19-inch front wheel. Both bikes come with a 14.5-litre fuel tank, which should make them decent long-distance machines too.</p><p>What makes these new bikes interesting is where they sit in KTM’s range. The 350 Duke is around Rs 60,000 more expensive than the <a href="https://www.autox.com/new-bikes/ktm/250-duke/">250 Duke</a>, while the 350 Adventure sits at a similar distance from the 250 Adventure. At the same time, both 350cc models are around Rs 62,000 cheaper than the 399cc bikes. For many buyers, that could make the 350cc bikes the sweet spot in the line-up.</p><p><a href="https://www.autox.com/new-bikes/ktm/">KTM </a>has also updated the names of its bigger-capacity models. The old <a href="https://www.autox.com/new-bikes/ktm/390-duke/">390 Duke</a> is now called the 390 Duke R and is priced at Rs 3.39 lakh (ex-showroom). The 390 Adventure X starts at Rs 3.43 lakh (ex-showroom), while the Adventure S and Adventure R continue higher up the range.</p><p> With these new 350cc models, KTM now has a stronger middle ground for riders who want the look, features and feel of the bigger bikes, but without stretching their budget too far.<br></p>

KTM 350 Duke, 350 Adventure Launched in India; Prices Start at Rs 2.77 Lakh

KTM 350 Duke and 350 Adventure get a 349.32cc engine with 41bhp and 33.5Nm, offering a more affordable alternative to the 390 range.

<p>BMW Motorrad has opened pre-bookings for the new BMW F 450 GS in India, ahead of its launch on 23 April 2026. Buyers can now head to authorised dealerships and reserve the bike before prices are announced at the official launch on 23 April. Ever since BMW first showed the motorcycle, it has been one of the most awaited middleweight ADV launches in the country.&nbsp; The new F 450 GS has been developed by BMW Motorrad along with TVS Motor Company, and it will be built at TVS' Hosur plant. </p><p><strong>Also Read:&nbsp;</strong><a href="https://www.autox.com/news/bike-news/bmw-f-450-gs-to-launch-in-india-on-april-23-123283/">BMW F 450 GS to Launch in India on April 23</a></p><p>Production for export markets has already started, and the F 450 GS will also replace the outgoing <a href="https://www.autox.com/new-bikes/bmw/g-310-gs/">BMW G 310 GS</a> in India.</p><h2><strong>BMW F 450 GS: Design</strong></h2><p>Design-wise, the bike clearly borrows plenty from the bigger <a href="https://www.autox.com/new-bikes/bmw/r-1300-gs/">BMW R 1300 GS</a>, especially at the front. It gets a 19-inch front wheel, a 17-inch rear wheel, dual-purpose tyres, upside-down forks, and a rear monoshock setup.<a href="https://www.autox.com/new-bikes/bmw/"> BMW</a> will offer the motorcycle in four variants – Basic, Exclusive, Sport, and GS Trophy. Out of the lot, the GS Trophy version is likely to be the one off-road riders will look at first, thanks to its tubeless wire-spoke wheels and knobby tyres.</p><h2><strong>BMW F 450 GS: Engine</strong></h2><p>Power comes from a 420cc liquid-cooled parallel-twin engine producing 48bhp and 43Nm. BMW has given it a 135-degree firing order, which should help it sound and feel more characterful than your usual twin-cylinder setup. The motor is paired with a six-speed gearbox, while a slipper clutch and bi-directional quickshifter come as standard. On paper at least, these numbers put the <a href="https://www.autox.com/new-bikes/bmw/f-450-gs/">F 450 GS </a>right in the fight with the current crop of adventure bikes.	</p><p>BMW is expected to price the F 450 GS at around Rs 5 lakh, ex-showroom, which means it will go straight up against the <a href="https://www.autox.com/new-bikes/ktm/390-adventure-2025/">KTM 390 Adventure</a>, <a href="https://www.autox.com/new-bikes/royal-enfield/himalayan-450/">Royal Enfield Himalayan 450</a>, and <a href="https://www.autox.com/new-bikes/honda/nx500/">Honda NX500.</a><br></p>

BMW F 450 GS Pre-Bookings Open Ahead of India Launch on 23 April

BMW Motorrad has opened bookings for the new BMW F 450 GS in India. The 420cc ADV will take on rivals like the KTM 390 Adventure, Royal Enfield Himalayan 450, Honda NX500, and more.

<h2>Motorsport News</h2>
Welcome to our up-to-date motorsport coverage section. Here, you’ll find a continually refreshed stream of motorsport news that captures the energy, drama, and innovation in the global racing space. This page brings the stories that matter most to fans and insiders who follow elite two-wheeled championships and high-speed four-wheeled competitions. We also break MotoGP news and provide in-depth analysis across premier racing categories. Through this section, we provide clear, reliable, and engaging updates that help you stay informed every season.
Our coverage extends across a broad spectrum of disciplines, ensuring that you never miss the pivotal developments in the sport. We provide you with the latest motorsport racing news, highlighting emerging talents, team strategies, technical advancements, and event outcomes. We focus not only on results, but also on the narratives, rivalries, and performance-enhancing innovations.
As the industry evolves rapidly, accessing the latest motorsport news becomes essential for anyone who is a racing enthusiast. If you are a passionate supporter, a casual observer, or a professional working within the racing world, this page is for you. Our mission is to deliver timely, trustworthy insights that enhance your understanding of every major championship.
This page ensures you remain connected to the fast-moving world of motor racing news, irrespective of your preferred series. It is a comprehensive resource for speed, competition, and engineering brilliance.

<p>TVS Motor Company is turning up the heat in Indian motorsport once again, this time with the Ntorq 150. The Federation of Motor Sports Clubs of India (FMSCI) has officially homologated the scooter for motorsport use, which means TVS’s newest sporty scooter is now eligible to take part in sanctioned racing events across the country. This is a big move, especially for a brand that has always treated racing as more than just marketing. TVS already has a solid motorsport legacy with its Apache range, but seeing the Ntorq 150 enter the homologated list adds a new twist. It shows TVS is not just sticking to motorcycles when it comes to performance. Scooters are clearly part of the plan too.</p><p><strong>Also Read:&nbsp;</strong><a href="https://www.autox.com/interviews/tvs-ntorq-150-why-sporty-scooters-are-the-next-big-growth-segment-benoy-antony-tvs-122453/">TVS Ntorq 150: Why Sporty Scooters Are the Next Big Growth Segment – Benoy Antony, TVS</a></p><p>If TVS follows its usual playbook, the race-spec Ntorq 150 will likely be a leaner, sharper version of the standard scooter. Expect unnecessary road equipment to be stripped away, weight to drop, and the focus to shift completely towards track or rally performance. The standard model already weighs 115kg, so there is plenty of room to make it quicker and more agile for competition.</p><h2>TVS Ntorq 150: Engine</h2><p>At the heart of the Ntorq 150 is a 149.7cc three-valve single-cylinder engine, essentially a more serious evolution of the Ntorq 125’s motor. With a bigger bore, longer stroke and lighter pistons, it puts out 13bhp at 7,000rpm and 14.2Nm at 5,500rpm through a CVT gearbox. TVS claims a 0-60kmph time of 6.3 seconds and a top speed of 104km/h.</p><h2>TVS Scooters and Motorsports</h2><p>TVS has already proven that scooters can have a place in motorsport. The Ntorq 125 has featured in Indian National Rally Championship events, so the Ntorq 150’s arrival feels like the next logical step. Rather than experimenting blindly, TVS seems to be building on an existing formula that has already shown there is genuine potential in competitive scooter racing.</p><p>
      
    <img src="https://images.autox.com/uploads/2025/11/TVS-NTorq-150-1762924908134.webp" alt="TVS NTorq 150.jpg" style="width: 100%; height: auto;"></p><p>Scooter racing in India is still a niche space, no doubt, but TVS seems keen to change that. By bringing a second FMSCI-homologated scooter into the mix, the company is adding more credibility to the segment and possibly giving young racers a new way into competitive motorsport. For enthusiasts, that alone makes the Ntorq 150 worth watching.</p>

TVS Ntorq 150 Gets FMSCI Homologation for Motorsport Use in India

TVS Ntorq 150’s FMSCI homologation hints at a stripped-down, lighter race-spec scooter built for sharper track performance and rally-ready action.

MotoGP Spanish GP: Alex Marquez Wins in Jerez as Marc Marquez Crashes Out

Gresini Ducati's Alex Marquez wins the 2026 Spanish MotoGP at Jerez for Ducati’s first victory of the season, ending Aprilia’s winning streak.

<p>Mumbai Falcons Racing has just pulled off a proper statement season at the 2025–2026 UAE Rotax Max Championship. Two driver titles, five podium finishes and the overall Teams’ Championship. That’s not just a good year, that’s domination across categories, and it puts the Indian outfit right up there on the international karting map. The consistency across classes and the ability to deliver results under pressure made this campaign stand out from the rest.</p><p>At the front, Tyla Harris got the job done in DD2, sealing the title with 1,123 points after a clean and consistent run through the season. Maurits Knopjes backed that up with another title in DD2 Masters, finishing on 941 points with a steady approach. In Senior Max, Nathan Kappen chipped in with a third-place finish, keeping Mumbai Falcons firmly in contention.</p><p>But if you’re tracking Indian talent, the real excitement came from the junior pack this season. Mitansh Jain had a solid run and wrapped up the Junior Max Vice-Championship with 960 points. He stayed competitive throughout and kept delivering when it mattered most. Arhaan Koreishi also stepped up, with a strong push in the closing rounds helping him secure third overall in the standings.</p><p>In the IAME UAE Championship, Mitansh Jain added another title in the Junior category with a composed season. Rayan Koreishi followed with a Vice-Champion finish in the Senior class after consistent performances. Both drivers now head to the IAME World Finals, marking an important step as they move closer to the global stage.</p><p>With this season done, Mumbai Falcons heads into the next one with strong momentum. For Indian motorsport, this is a sign of steady progress, with young drivers now proving they can deliver results and compete at a serious level.</p>

Mumbai Falcons Secure Two Titles and Teams’ Championship at UAE Rotax Max Championship 

Mumbai Falcons win Teams’ Championship and two titles at UAE Rotax Max 2025–26, with five podium finishes in a strong international karting season.

<p>Alex Rins has finally confirmed what many in the paddock were already sensing. The Spaniard will leave Yamaha Factory Racing at the end of the 2026 MotoGP season. With rumours of Ai Ogura set to step in alongside Jorge Martin from 2027, Yamaha is clearly resetting its line-up for the next phase of MotoGP, especially with the 850cc era around the corner. The move underlines a shift in focus as Yamaha looks to rebuild its competitiveness for the future.</p><p><strong>Also Read:&nbsp;</strong><a href="https://www.autox.com/motorsport-news/motogp-spanish-gp-heres-when-where-and-how-to-watch-2026-jerez-race-in-india-123421/">MotoGP Spanish GP: Here's When, Where and How to Watch 2026 Jerez Race in India</a></p><p>On paper, Rins’s 2026 season looks quiet. Just three points from three rounds, compared to six for Fabio Quartararo. But anyone following the races knows the numbers do not tell the full story. Yamaha’s switch to a V4 engine has been anything but smooth. The bike still looks like a prototype in progress rather than a finished race machine, and it continues to evolve.</p><p>There are flashes of potential, but not enough consistency. Rins has been stuck trying to extract something from a package that is still finding its identity. The balance, rear grip, and overall performance window remain inconsistent. It has left both riders searching for answers, while rivals continue to move forward with more settled and competitive machinery across different circuits this season.</p><p><img src="https://images.autox.com/uploads/2026/04/MotoGP-Yamaha-Alex-Rins-1777014587123.webp" alt="MotoGP Yamaha Alex Rins.png" style="width: 100%; height: auto;"></p><p>What really adds a twist here is how the news reached him. Rins admitted he first read about his exit in the media before speaking to team director Massimo Meregalli. The confirmation came later, without details on who would replace him. In a paddock where timing and trust matter, that says a lot about how quickly things can move.</p><p>Yamaha, for its part, has stayed quiet on the official announcement. The hold-up is linked to ongoing discussions with Liberty Media regarding the commercial side of MotoGP’s future. Still, Rins did not dodge the topic when he spoke ahead of the race weekend at Circuito de Jerez, making his position clear.</p><p>It is easy to forget that this is a rider who has delivered at the top level. Before Yamaha, Rins took wins with Suzuki and Honda, building a reputation as someone who can deliver on the right day. He also confirmed that the leg injury from 2023 is no longer holding him back at this stage.</p><p>
      
    <img src="https://images.autox.com/uploads/2023/07/MotoGP-Alex-Rins-1-.jpg" alt="MotoGP Alex Rins 1 " style="width: 100%; height: auto;"></p><p>Now, the focus shifts to what comes next. Rins has already ruled out World Superbike and is not sounding confident about a move to Pramac Racing. With seats for 2027 disappearing fast, he is in a tight spot. But if there is one thing MotoGP has shown time and again, it is that performances can still change everything.</p>

MotoGP: Alex Rins Confirms Yamaha Exit After 2026 Season

Alex Rins to leave Yamaha Factory Racing after 2026 season as V4 struggles continue and his future on the MotoGP grid remains uncertain.

<p>MotoGP heads into Round 4 of the 2026 season at the Circuito de Jerez, and the story so far has been all about Aprilia Racing. Three races in, and Aprilia has taken control of the season, winning every round and leading both the riders’ and manufacturers’ standings. At the centre of it all is Marco Bezzecchi, who has looked sharp, consistent, and properly in command every time the lights go out.</p><p><strong>Also Read:&nbsp;</strong><a href="https://www.autox.com/news/bike-news/aprilia-x-250th-limited-edition-globally-revealed-with-240bhp-123230/">Aprilia X 250TH Limited Edition Globally Revealed with 240bhp</a></p><p>On the other side, Ducati Lenovo Team has had a rough start by its standards. No wins yet, and more importantly, no podium finishes either (for the factory team). Marc Marquez, still working his way back to full fitness, has been the second-strongest Ducati rider so far but only sits fifth in the standings. His best result came with a fifth-place finish, just behind Fabio Di Giannantonio, leaving Ducati with plenty to fix heading into Jerez.</p><p>
      
    <img src="https://images.autox.com/uploads/2026/02/MotoGP-Ducati-Marc-Marquez-1771827013612.webp" alt="MotoGP Ducati Marc Marquez.png" style="width: 100%; height: auto;"></p><p>Here is the full schedule for the upcoming Spanish GP in Indian timings.</p><h2>MotoGP Spanish GP: India Timing for Jerez Race</h2><p><strong>Friday, April 24</strong></p><p>Spanish GP MotoGP Free Practice Nr. 1 – 02:15 pm</p><p>Spanish GP MotoGP Practice – 06:30 am</p><p><strong>Saturday, April 25</strong></p><p>Spanish GP MotoGP Free Practice Nr. 2 – 01:40 pm</p><p>Spanish GP MotoGP Qualifying – 02:20 pm</p><p>Spanish GP MotoGP Sprint – 06:30 pm</p><p><strong>Sunday, April 26</strong></p><p>Spanish GP MotoGP Race – 05:30 pm</p><h2>MotoGP Spanish GP: Where to Watch the 2026 Race</h2><p>Watching the Spanish Grand Prix from India is pretty straightforward this weekend. FanCode will stream every session live, including free practice, qualifying, the Tissot Sprint, and the main race. You also get highlights, interviews, analysis, and behind-the-scenes content, all in one place, so you don’t have to jump between platforms to follow the full race weekend.</p><p>
      
    
      
    <img src="https://images.autox.com/uploads/2026/02/MotoGP-Honda-Joan-Mir-(1)-1771826569882.webp" alt="MotoGP Honda Joan Mir (1).png" style="width: 100%; height: auto;"></p><p>If you want more control over how you watch, MotoGP VideoPass is available separately. It gives you live and on-demand access to all sessions, along with replays, post-race reviews, and extended coverage. It’s the go-to option if you want to dig deeper into the weekend and not miss a single detail.<br></p>

MotoGP Spanish GP: Here's When, Where and How to Watch 2026 Jerez Race in India

Here’s how to watch the MotoGP Spanish Grand Prix at Circuito de Jerez on April 24–26, featuring a 25-lap race over 110.58km.

<h2>Opinions</h2>
Navigate the dynamic world of mobility through our page, curating articles on cars, bikes, vehicle technologies, and road and highways, enriched by sharp automotive expert opinion from industry insiders. Delve into analyses of EV batteries, ADAS advancements, and smart highway infrastructure, where auto expert opinions break down how these innovations reshape daily drives and long hauls.
Gain a pulse on market shifts with car industry opinions exploring mergers, tariffs, and the rise of affordable SUVs in India. Our car news opinion pieces dissect the latest launches, weighing pros, cons, and buyer value. For two-wheel fans, we feature bike-news-opinion articles that speak about EV commuters and performance beasts. Our experts also enrich this page with bike industry opinion articles, forecasting supply chain fixes, export booms, etc.
Here, you can track high-octane thrills via our motorsport expert's opinions on Formula E strategies and Dakar Rally technology. We also spotlight highway expansions like the Delhi-Mumbai Expressway and their impact on logistics, safety, and overtaking norms. Our articles blend data-driven reviews with forward-looking takes, helping enthusiasts and commuters stay informed amid rapid changes. So, stay tuned, to learn from the experience-holders on what's next in wheels and tarmac.

<p>
    Take Google's Waymo robotaxi, for instance. Undoubtedly, a piece of mind-bending tech, but if its fleet wasn't already 3,000 strong (with the potential to soon grow many times over), it wouldn’t have made half the impact. The point being that this innovation would be far less meaningful if it weren't backed up by the industrial capacity to not just build the donor vehicle at scale but also all the components – LIDAR, radar and cameras – that enable it to be completely driverless.</p><p>The use of scientific knowledge, engineering, and systems to create tools, processes, or services that improve human capability – that's the textbook definition of technology. The invention of fire, the wheel, the printing press and the steam engine are just some examples through the ages that broadly fit this description.</p>



<p>But it was the furnace that took the invention of fire and scaled it to produce iron, which gave shape to the industrial revolution, resulting in the steam engine that put the wheel to work, reinventing how goods and people moved across vast distances. But well before that, the printing press transformed how knowledge was preserved, spread and made accessible at a scale never before imagined.</p><p>So, for real transformation, invention and industrial capacity go hand in hand. So, why then are automakers today shunning their manufacturing legacy in favour of being perceived as "tech companies"? After all, if it weren’t for Henry Ford, there would be no assembly line. And if it wasn't for Toyota, there would be no Just-in-Time inventory, lean manufacturing or quality control at scale.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/04/Ford-Assembly-Line-1776431935989.webp" alt="Ford Assembly Line.jpg" style="width: 100%; height: auto;">
      </div>
    </p>



<p>I suppose all you really have to do to get the answer to that question is look at the top-ten largest companies in the world by market cap, of which Tesla is number ten, at about $1.5 trillion (about six times larger than Toyota). Of the remaining nine, eight are tech companies, with the sole exception being Saudi Aramco.</p>

<p>If creating shareholder value is the primary objective of any organisation, then it’s pretty clear why every automaker in the world is positioning itself as a tech leader rather than a traditional manufacturer. But, if the war in West Asia has taught the world anything over the past few weeks, it's that you can’t afford to farm out industrial capacity. Self-sufficiency is key. That being the case, the ability of the automotive industry to manufacture some of the most advanced devices in the world is something to be celebrated – not shied away from.</p>

<p>In India, we need to focus on building resilience, creating industrial capacity and ensuring self-sufficiency across industries to minimise the future impact of external shocks. We would do well to look to the automotive industry and its ecosystem as an example of how to do just that.
</p>

Build Resilience. Let the Auto Industry Lead the Way - Letter from the Editor

Why don’t we celebrate industrial capacity like tech innovation, when real transformation depends just as much on manufacturing scale and execution?

<p>
    As tax credits &amp; incentives dry up in the West and sales stagnate in China, EV demand curves aren’t rising with anywhere near the alacrity automakers predicted. As a result, carmakers across the spectrum are cutting back, redrawing plans and realigning balance sheets.</p>

<p>Stellantis has taken a $26 billion write-down; Ford $19.5 billion; GM $7 billion; VW $6 billion (primarily due to a change in strategy at Porsche, which is 75% owned by the VW Group), and Honda almost $2 billion, just to name a few. Porsche has canned its EV sports cars, which were virtually production-ready after years of development; Lamborghini has decided to go down the hybrid route; and virtually every manufacturer is dusting off long-shelved ICE plans.</p>

<p>That said, everyone still believes that EVs are the future; they were just a little too optimistic in their projections of adoption rates. The most evocative automotive marque of all time, Ferrari, for instance, is pressing forward with the introduction of its first EV – the 'Luce'.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/02/Ferrari-Luce-EV-Interior-1770697999588.webp" alt="Ferrari Luce EV Interior.png" style="width: 100%; height: auto;">
      </div>
    </p>

<p>So, how did it all go so terribly askew? Well, in fairness to the industry, the last few years have been nothing if not unpredictable. Executives have literally felt the ground shift beneath them. In the past, product planning was as straightforward as working on a facelift every three-and-a-half years, and then a full model replacement every seven years – with a new car that was a little larger, better built and slightly faster than before. But then the goal posts moved completely. The trouble is what pre-empted that shift – not actual demand but virtue signalling. And everyone was guilty of it, right from politicians to carmakers to consumers themselves.</p>

<p>Politicians just need to get re-elected; they don’t need to run car companies. Carmakers, meanwhile, tried to copy Tesla without realising that Tesla was a software company masquerading as a traditional automaker. As for buyers themselves, well, they were also virtue-signalling – letting the world know that they’re part of an evolved set of early adopters who put their money where their mouths are. But when the tax credits dried up, and Elon’s politics turned on its head, the juice was no longer worth the squeeze.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/03/Tata-Punch-EV-Front-Three-Quarter-1773319761808.webp" alt="Tata Punch EV-Front-Three-Quarter.jpg" style="width: 100%; height: auto;">
      </div>
    </p>

<p>And so, automakers have hit the reset button yet again. Cash is king, and product plans have to reflect what people are willing to write cheques for. Globally, EVs make up about 25% of total car sales – but 60% of that volume comes from China alone. In India, EVs make up only 5% of the total car market, so there’s plenty of room for growth, provided automakers remember the golden rule – build what people will pay for, not what you think they ought to buy &amp; drive!
</p>

The EV Cost: $50 Billion in Losses - Letter from the Editor

After years of aggressive electrification targets, automakers are confronting a harsher reality as slowing demand and shrinking incentives force a strategic reset.

<p>When the Renault Duster first arrived in India in 2012, it did not merely enter the market – it barged its way in. With best-in-class ride and handling, and a go-anywhere ability, the Duster did not take long to become an icon. It also put Renault firmly in consumers' minds. The Duster made the brand a household name and fired up the imagination of enthusiasts across the country.</p>

<p>And now, THE DUSTER IS BACK. Yes, that is the official tagline, and Renault India is clearly very excited about it. The new Duster could very well determine Renault’s future in India. We attended the Indian debut of the new Duster, spent time with the car, and spoke to Renault’s engineering and product teams. We discussed everything from design decisions and powertrain choices to feature strategy and long-term plans. Here is how the new Duster stacks up, and whether it has what it takes to once again become a force to reckon with in the compact SUV space.</p>

<h2>New Renault Duster India: Platform, Dimensions, Ground Clearance &amp; Design</h2>

<p>The Duster headed for India has been engineered for Indian conditions. According to V. Vikraman, Chief of Engineering at Renault India, the design is entirely new and India-specific. The SUV uses Renault’s Global Modular Platform, developed with a 90% focus on Indian road conditions and customer expectations. The India-spec Duster sits 50mm taller than its European counterpart, with an approach angle of 26.9 degrees, a departure angle of 34.7 degrees, and a ground clearance of 212mm – figures that place it among the best in the segment. However, all-wheel drive is not on offer for now.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/02/New-Renault-Duster-Front-Three-Quarter-1770629921689.webp" alt="New-Renault-Duster-Front-Three-Quarter.jpg" style="width: 100%; height: auto;">
      </div>
    </p><p>The new Duster may not look massive next to something like the Sierra, but it has presence. The bold DUSTER lettering up front, chunky bumpers, and squared-off LED headlamps give it a proper SUV character. The power dome on the bonnet and the muscular haunches over the rear wheels are clear nods to the original Duster. Yes, the design has been Indianised, but the European flavour remains intact. The 18-inch alloy wheels, shod with thicker 55-profile tyres, are actually more sensible than the lower-profile rubber found on the European model.</p>







<p>Renault will offer three engines: a 1.0-litre turbo-petrol, a more performance-oriented 1.3-litre turbo-petrol claiming segment-best output, and a 1.8-litre strong hybrid paired with a 1.4kWh battery. They claim that up to 80% of city driving can be done in EV mode with the hybrid – a bold claim, and one we are keen to test once we get extended time behind the wheel.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/02/New-Renault-Duster-Interior-3-1770629935328.webp" alt="New Renault Duster-Interior-3.jpg" style="width: 100%; height: auto;">
      </div>
    </p>

<p>Step inside, and the dashboard layout, materials, and colour scheme are all India-specific. The cabin feels premium, but more importantly, it feels driver-focused. The seats are well bolstered, the steering wheel offers both reach and rake adjustment, and there are physical buttons for the climate control system.</p><p>The screens are sensibly sized too – large enough without being comically oversized. It gets electric adjustment and ventilation for the front seats, Level 2 ADAS, which can be switched off with a single button, and a panoramic sunroof because, well, it’s built for India. Google integration allows you to log in with your own account, effectively turning the infotainment system into a personalised interface. Overall, the interior demonstrates that Renault has prioritised real-world usability over mere reel-worthy features.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/02/New-Renault-Duster-Interior-2-1770630052946.webp" alt="New Renault Duster-Interior-2.jpg" style="width: 100%; height: auto;">
      </div>
    </p>







<p>The only worrying aspect was the abundance of hard plastic inside the cabin. It is not a deal-breaker, but certain areas could definitely feel richer – the section above the dashboard, for instance.</p>

<h2>Renault Duster AWD in India: Why 4x4 Is Not Offered (For Now)</h2>

<p>This one has been bothering many of you, hasn’t it? Renault’s answer is simple and pragmatic. According to Bruno Vanel, Global Product Lead for the Duster, the platform is 4x4-ready but not feasible. In the previous generation, AWD accounted for just 5% of total sales.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/02/New-Renault-Duster-Rear-Three-Quarter-1770629956649.webp" alt="New Renault Duster-Rear-Three-Quarter.jpg" style="width: 100%; height: auto;">
      </div>
    </p><p>For most buyers, the current setup will be more than sufficient. That said, if demand rebuilds, Renault maintains that AWD could make a quick comeback.</p>

<h2>So, Will it Dust the Competition?</h2>

<p>On paper, the Duster’s potential is enormous – almost uncomfortably so. If the Duster fails, it will leave behind a long list of disappointed enthusiasts and journalists. But if Renault prices it right, this could be the SUV that shifts the goalposts, if not outright resets the benchmarks, in the compact SUV space.</p><p>Will it dethrone the Creta? Unlikely. That mountain is simply too tall to climb. But if the Duster manages to carve out a strong, loyal following and restore Renault’s relevance in India, that alone would be a victory worth applauding</p><iframe width="1425" height="500" src="https://www.youtube.com/embed/wmnpY1XdnXs" title="Renault Duster 2026: Can It Take on the Creta? | First Look | autoX" frameborder="0" allow="accelerometer; autoplay; clipboard-write; encrypted-media; gyroscope; picture-in-picture; web-share" referrerpolicy="strict-origin-when-cross-origin" allowfullscreen=""></iframe>







Opinion: New Renault Duster - Will it Dust the Competition?

Beyond the noise and nostalgia, does the new Renault Duster have the muscle to take on established rivals and new challengers? 

<p>A special German Federal Railways train was chartered by Daimler-Benz to carry precious cargo to the south-east of France. Logistically, it was a sound decision because covertly transporting large numbers of these cars from Germany to France by road would have been difficult. Hence, an entire train. The year: January 1976. The location: Bandol, Côte d’Azur, and the Paul Ricard Circuit. The occasion: the press drive of the new W123. Number of cars: 33, spanning engine variants and trim levels.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/02/Mercedes-Benz_W123_50_Years_Srini_Opinion_2-1770792508507.webp" alt="Mercedes-Benz_W123_50_Years_Srini_Opinion_2.jpg" style="width: 100%; height: auto;">
      </div>
    </p><p>The sheer size of the press fleet reflected the wide range of engines the new Mercedes-Benz saloon would be introduced with at launch: nine variants, with outputs ranging from 55hp to 177hp, across petrol and diesel. The press drive was perhaps a hint of the scale and ambition surrounding the W123, because by the time the new Mercedes-Benz went on sale, the entire first year’s production was already spoken for. The outcome? A thriving market for second-hand but virtually new W123s with higher price tags – all this within the very first year of production.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/02/Mercedes-Benz_W123_50_Years_Srini_Opinion_3-1770792629529.webp" alt="Mercedes-Benz_W123_50_Years_Srini_Opinion_3.jpg" style="width: 100%; height: auto;">
      </div>
    </p><p>Little did anyone know that by the time the final W123 – an estate – left the assembly line in January 1986 (the 40th anniversary of that event was observed last month), it would become the best-selling Mercedes-Benz of all time, with nearly 2.7 million units produced. And I believe most of them are still performing duties somewhere in the world, long past their ‘sell-by’ date. Whether it is Germany or Morocco, Azerbaijan or Iran, the UK or the USA, it is not uncommon to spot a W123 even today.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/02/Mercedes-Benz_W123_50_Years_Srini_Opinion_4-1770792746167.webp" alt="Mercedes-Benz_W123_50_Years_Srini_Opinion_4.jpg" style="width: 100%; height: auto;">
      </div>
    </p><p>These invincible machines, built for a Biblical lifetime, can still be seen going about their business. I have seen them in action across a staggering range of countries, continuing to soldier on, carrying people and goods as if it is the most natural thing to do – FOUR DECADES after production ended. For others, though, it is the quintessential modern classic – the car you buy if you want a cool old-timer that you can use as a daily driver, even in today’s rubbish traffic and driving conditions. Speak to owners in India today, and they will swear by its ability to quietly worm its way into your life, slowly becoming the daily runner of choice instead of a contemporary car. It is that good.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/02/Mercedes-Benz_W123_50_Years_Srini_Opinion_5-1770792904728.webp" alt="Mercedes-Benz_W123_50_Years_Srini_Opinion_5.jpg" style="width: 100%; height: auto;">
      </div>
    </p><p>Reflecting the lines of the S-Class of that era – the W116 – Friedrich Geiger’s styling continues to work beautifully, with the quad headlamps and the ribbed tail-lamps together making it a design classic, across all the variants it came in. Driving the W123 around is a distinctly special experience, even more so than its successor, the hewn-from-granite W124. I recall the driving position being superbly comfortable.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/02/Mercedes-Benz_W123_50_Years_Srini_Opinion_6-1770793288140.webp" alt="Mercedes-Benz_W123_50_Years_Srini_Opinion_6.jpg" style="width: 100%; height: auto;">
      </div>
    </p><p>Sitting upright with excellent visibility, with all controls falling beautifully to hand, facing a large steering wheel and the three-pointed star leading you, you feel as though you could keep driving it for the next 50 years. I wonder what was written in the memo to the engineers? Did it specifically mention the words ‘solid’ and ‘indestructible’? Perhaps not, but it certainly mandated ease of maintenance and service, and an uncompromising focus on durability and quality.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/02/Mercedes-Benz_W123_50_Years_Srini_Opinion_7-1770793945610.webp" alt="Mercedes-Benz_W123_50_Years_Srini_Opinion_7.jpg" style="width: 100%; height: auto;">
      </div>
    </p><p>Although the E-Class nameplate was introduced in 1993, the W123 is widely regarded as its predecessor because it was an upper mid-range model. During its wildly successful run, the W123 came to define what the Mercedes-Benz brand stood for, a reputation that survives even today – high-quality German engineering, dignified styling, and never-say-die durability. This was one of the models that helped build the brand across its illustrious 140-year history, and I dare say it raised industry standards by several notches.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/02/Mercedes-Benz_W123_50_Years_Srini_Opinion_8-1770794239454.webp" alt="Mercedes-Benz_W123_50_Years_Srini_Opinion_8.jpg" style="width: 100%; height: auto;">
      </div>
    </p><p>It came in a wide range of body styles, starting with the elegant Coupe (C123), which sat 40mm lower on a wheelbase shortened by 85mm. About 100,000 of these coupes were made. This was followed by the estate, the T Modell (S123, with ‘T’ standing for Tourismus und Transport), the first one made entirely in-house. Looking at American station wagons and the estates from Sweden, Daimler-Benz saw real potential for a W123-based estate, though it was a difficult decision to take given the estate’s utilitarian image and Mercedes-Benz’s luxury appeal. Time proved them right, as the T Modells were immensely successful, with nearly 200,000 units sold over eight years.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/02/Mercedes-Benz_W123_50_Years_Srini_Opinion_9-1770794449576.webp" alt="Mercedes-Benz_W123_50_Years_Srini_Opinion_9.jpg" style="width: 100%; height: auto;">
      </div>
    </p><p>The estate had a self-levelling rear suspension, with an automatic hydropneumatic level-control system as standard, to accommodate extra rear weight and support caravan towing. This period also marked the popularity of diesel engines in Mercedes-Benz passenger cars, driven by the 1970s oil crisis, when diesel was cheap and unrestricted. The outcome of this was the legendary long-legged diesel cruisers from Mercedes-Benz, which are still renowned today.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/02/Mercedes-Benz_W123_50_Years_Srini_Opinion_10-1770794811916.webp" alt="Mercedes-Benz_W123_50_Years_Srini_Opinion_10.jpg" style="width: 100%; height: auto;">
      </div>
    </p><p>Back to the W123. It also came with a long-wheelbase version (called V123) that was 63 centimetres longer, allowing it to accommodate a third row of seats – popular in the hospitality, transport, and limousine businesses. And finally, there was the F123 series – partially-built chassis on which ambulances, hearses and special vehicles were built. Think about it: a luxury saloon versatile enough to be offered in all these forms, and the benchmark in each of these categories, even though the saloon body style accounted for 2.37 million of the 2.7 million W123s produced.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/02/Mercedes-Benz_W123_50_Years_Srini_Opinion_12-1770795251283.webp" alt="Mercedes-Benz_W123_50_Years_Srini_Opinion_12.jpg" style="width: 100%; height: auto;">
      </div>
    </p><p>Mercedes-Benz also ensured that safety features filtered down from the S-Class and SL models above it. The passenger cell featured a reinforced roof frame, high-strength pillars and doors, while the front and rear had controlled deformability. An innovation was the steering column, designed to deflect away from drivers in an impact, rather than being thrust towards them. From 1980 onwards, the W123 received ABS, followed soon after by a driver-side airbag.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/02/Mercedes-Benz_W123_50_Years_Srini_Opinion_13-1770795329771.webp" alt="Mercedes-Benz_W123_50_Years_Srini_Opinion_13.jpg" style="width: 100%; height: auto;">
      </div>
    </p><p>Even with a set of enthusiastically powered engines, the W123 was not meant for sporty driving. However, that did not stop Mercedes-Benz from subjecting it to one of the most gruelling endurance tests ever – the 1977 London–Sydney Rally. Covering over 28,200 kilometres across Europe, Asia (including up-and-down India) and Australia, two W123s finished first and second, with two more in the top ten. The cars were essentially stock, barring a few modifications; even power steering and air-conditioning were retained. If there was ever a true test of endurance, this was it. Oh, it also helped that Mercedes-Benz conducted a FULL recce beforehand. Take those cars out of the Stuttgart Museum, feed the 280E some dinosaur juice, and I am fairly certain it would be ready to do it all over again. Respect.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/02/Mercedes-Benz_W123_50_Years_Srini_Opinion_14-1770795475406.webp" alt="Mercedes-Benz_W123_50_Years_Srini_Opinion_14.jpg" style="width: 100%; height: auto;">
      </div>
    </p><p><em>PS: Mercedes-Benz would repeat the magic with the W123’s successor, the great W124 – another smash hit, also with approximately 2.7 million units produced.</em></p><br>

The Mercedes-Benz W123 and the Lost Art of Building Cars to Last

This year, we celebrate the historic 50th anniversary of a legend: the age-defying W123, the best-selling Mercedes-Benz of all time. A tribute.

<p>The impetus comes from a spate of fatal crashes, where power has failed and electronically activated door handles have ceased to function – trapping occupants in burning infernos. Mechanical door releases do exist, but they’re concealed so well that they’re virtually inaccessible in emergencies. </p><p>Chinese authorities have been the first to act, by issuing a ban that will take effect next year. Other countries may follow suit, but they may not need to, since China is the world's largest car market. Automakers are likely to comply, and it’s unlikely anyone will develop a separate set of door handles exclusively for one market. </p><p>I asked Ivan Espinosa, the Global CEO of Nissan, for his opinion and, as you would expect, he took quite a pragmatic view. Naturally, Nissan would follow regulations; however, he sees the value of flush door handles from a design and aerodynamic standpoint and believes they can be made safe and foolproof. As an automaker, I can see why he would prefer fewer rules for his engineers and designers to follow – especially those that appear heavy-handed on the surface. </p><p>Except, in this case, I don’t think it is heavy-handed. It really is a question of safety. In the mad rush for minimalism and aping the smartphone aesthetic, automakers have rushed to remove any and all buttons and physical controls from their cars. But when that takes a straightforward task like adjusting the AC temperature and changes it from being as intuitive as reaching for a physical button or knob to navigating through menus on a touchscreen, while attempting to also look at the road ahead, then you know we’ve gone from form follows function to something more sinister – and eventually more dangerous! In my mind, beauty is purity of function, and that applies as much to tactile controls in the cabin as it does to physical door handles on the sheet metal.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2026/02/China_Ban_Flush_Car_Door_Handles_Letter_from_the_Editor_autoX_Dhruv_Behl_2-1770706260783.webp" alt="China_Ban_Flush_Car_Door_Handles_Letter_from_the_Editor_autoX_Dhruv_Behl_2.jpg" style="width: 100%; height: auto;">
      </div>
    </p><p>If you ask me, the current crop of BMWs have it just right. On the outside, the door handles are flush, with a neat cutaway for your hand, while the cabin door panels have solid handles integrated into the overall design. It’s not fussy, doesn’t require electrical power, doesn’t pinch your fingers or attempt to amputate your hand – it just works. The beauty stems from the purity of purpose and ergonomic design. If designers prioritised utility over ornamentation, self-regulation would negate the need for overregulation. </p><p>Of course, if carmakers put their minds to it, I’m certain they could find a way to make flush door handles completely safe and usable. The question is whether that’s an ideal that’s worthy of pursuit. Good design does more than just appeal to the eye. Excellent design, in fact, is conspicuous by its absence – it’s so good that the whole is greater than the sum of its parts – it’s a door handle that not only fits aesthetically but is also one that you can find with your eyes closed; it’s a knurled knob that clicks with each turn; it’s a stalk that’s tactile and damped; it’s a control that’s falls perfectly to hand and doesn’t require you to fumble to operate it. The ideal design should make all extraneous activities, other than driving, so intuitive that the driver never has to take his or her eyes off the road, and people can get in and out of the car without needing an engineering degree. </p><p>So, coming back to the original question – it’s not an overreaction. It's about time someone gave a rap on the knuckles and brought the industry back to the long-held ideal of 'form follows function,' rather than the other way around.</p><br>

Is China Right to Ban Hidden Door Handles? - Letter from the Editor

China bans hidden door handles over safety concerns. Is it an overreaction, or is it time the hyperfocus on minimalist design is reined in?

<p class="MsoNormal" style="text-align: justify;">The Ola Gig is an efficient, compact, and practical
        electric scooter, offering decent range and agile city maneuverability. It is a
        great option for gig workers due to its smart connectivity and rugged build.
        The GIG e-scooter rivals the iVOOMi S1 and the Ampere Reo with comparable
        usability and fleet-friendly reliability.</p>

<p class="MsoNormal" style="text-align: justify;">The Ola Gig+ is a utility-focused e-scooter designed
        for commercial and gig economy usage with extended range and a heavy-duty
        build. It features a robust chassis, a wide footboard, and enhanced battery
        life, good for delivery partners and fleet services. It goes against Bounce
        Infinity E1 and Ampere Reo, both catering to last-mile delivery and fleet
        needs.</p>

NULL

<p class="MsoNormal" style="text-align: justify;">The Okaya Freedum is a budget electric scooter
        perfect for short rides and basic use. It features a digital dashboard, LED
        lighting, a remote key, and reverse and parking modes. The Freedum goes against
        the Hero Electric Eddy and the Joy e-bike Glob for its affordability.</p>

<p style="text-align: justify;">The TVS XL100 Heavy Duty is a moped that offers practicality
and ruggedness. It is particularly suited for carrying heavy loads and
navigating various terrains. It features a 99.7cc engine, telescopic front
suspension, and adjustable rear shocks for a comfortable ride. The Heavy Duty
model is known for its durability and rivals the <a href="https://www.autox.com/new-bikes/okinawa/dual-100/">Okinawa Dual 100</a>
and the <a href="https://www.autox.com/new-bikes/kinetic-green/e-luna/">Kinetic
Green E-Luna</a>. </p>

Best Scooty Under ₹50000

OLA Gig

OLA Gig+

Okaya Freedum

TVS XL100 Heavy Duty

Articles By Experts

Videos