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Honda Grazia bike price starts at ₹83343. Check specifications, features, mileage, colours, variants, images, FAQs, news, reviews, and videos.

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Start Type

Honda

Honda Grazia

50-50

<p>Hi...<br />
I buy the new grazia 125 15 days ago.<br />
This my review based on within 15 days run.<br />
And i have 12 years experience of two wheelers driving of Bike and Scooters.</p>

<p>Now ill rating for this scooter by number<br />
0 to 5</p>

<p>5.0 Look, Design and Sense<br />
4.0 high way performance<br />
3.0 local way performance<br />
4.0 breaking<br />
3.0 road gripping&nbsp;<br />
3.8 milage (maybe upgrade after service)<br />
4.0 speed (maybe upgrade after service)<br />
4.0 headlight dry road<br />
2.5 headlight wet road (rain)<br />
4.0 local(city) ride feeling<br />
3.0 long ride feeling (stressed) because of<br />
3.0 seat comfortability ( on the seat sitting<br />
&nbsp; &nbsp; &nbsp; &nbsp; &nbsp; your ass bump only. Thighs are little bit<br />
&nbsp; &nbsp; &nbsp; &nbsp; &nbsp; aslo not comfort.<br />
3.0 foot cabin and space<br />
4.3 under seat cabin</p>

<p>And have some reviews,<br />
I'll upload after service 1st or 2nd service after.</p>

<p>Thanks...</p>


Modern looks

<p>Those wheels look very small for such a bulky scooter. Instead of the Activa, I think the younger generation would want this for its styling. The headlamp design is very modern and attractive, while the all-digital instrument cluster is currently in trend and is something many are on the lookout for. After a short test ride, I found that it has good power on offer and has typical Honda refinement.</p>


Terrible

<p>Been a Honda user from early 2000 and this is my second Honda Scooter. My feedback is as follows:</p>

<p>&nbsp;</p>

<p>- 2 out of 5 for Build quality. The body doesn't fit snug in many places leaving ugly gaps all over.</p>

<p>- 1 out of 5 for the Headlight. Cant see a thing if there even a bit of ambient light. Since the headlight doesnt turn, its sometime hard to see while turning.</p>

<p>- 1 out of 5 for the Engine. There is a very shrill Engine sound while idling and slow speed. Its unbearable and hurts the ear after 5 minutes of riding.&nbsp;</p>

<p>The engine lacks power and the mileage is pathetic. It looks good but everything else is pathetic.</p>

<p>Overall rating : 1 out of 5.&nbsp;</p>

<p>Verdict: Not worth the money.</p>

<p>&nbsp;</p>


<p><b>Honda Motorcycle &amp; Scooter India has announced that the Grazia has reached a sales milestone of 1,00,000 units already.</b></p>

<p>In less than five months since it was launched, the <a href="https://www.autox.com/reviews/bike-reviews/honda-grazia-first-ride-review/">Honda Grazia</a> has already reached a sales milestone of 1,00,000 units.&nbsp; The Grazia in its debut month became a member of the 10 ten best selling scooters in India, and the volumes have seen a steady increase every month.</p>

<p>In the scooter segment, HMSI has a huge range of products on offer which includes three variants of the Activa, in addition to the Dio, Aviator, <a href="https://www.autox.com/reviews/bike-reviews/honda-cliq-review-first-ride/">Honda Cliq</a> and the Grazia. The Grazia is powered by a 125cc Honda engine which develops 8.5bhp and 10.54Nm of torque. The Grazia comes equipped with Combi Brake System with equaliser technology, an all-digital instrument cluster with a 3 Step Eco Speed Indicator and an LED Headlamp in addition to Utility pocket with cover and mobile charging socket.</p>

<p>Elaborating on this record achievement, Yadvinder Singh Guleria, Senior Vice President - Sales and Marketing, said, “Equipped with innovative segment first features like LED headlamp, fully digital meter with 3 step Eco speed indicator along with modern styling sets it apart in the segment. The phenomenal response from young urban customers reaffirms that more and more upwardly mobile youth who desired an advanced, stylish, powerful and convenient scooter are now buying GRAZIA.”</p>


Honda sells 1,00,000 Grazia 125cc scooters

Honda Motorcycle & Scooter India has announced that the Grazia has reached a sales milestone of 1,00,000 units already. In less than five months since it was launched, the Honda Grazia has already reached a sales milestone of 1,00,000 units.

<p><meta charset="utf-8" />As gearless scooters become increasing popular thanks to their versatility and maneuverability, the average scooter buyer is now getting more demanding by the day. While the 100-110cc scooters still make up for a large chunk of scooter sales, there is a certain category of buyers who demand more power, and thus prefer a 125cc scooter instead.</p>

<p>We compare Honda’s stylish new Grazia with the strong-selling Suzuki Access, and Mahindra’s value for money Gusto 125, to see how it fares on paper. We are not including the Vespa in this comparison because it is a premium product, and is consequently priced much higher than these three scooters.</p>

<p><strong>Physical Overview</strong></p>

<p>The newest kid on the block, the <a href="https://www.autox.com/reviews/bike-reviews/honda-grazia-first-ride-review/">Honda Grazia</a>, has to be the one that’ll grab the most number of eyeballs. It features a sharp apron-mounted LED headlight, that surely looks the part. It also gets an all-digital instrument cluster with a digital read-out of the odometer and fuel gauge. At 776mm, the Grazia also has the lowest saddle height.</p>

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			<td>&nbsp;</td>
			<td 1="" data-sheets-value="{"><strong>Honda Grazia</strong></td>
			<td 1="" data-sheets-value="{"><strong>Suzuki Access</strong></td>
			<td 1="" data-sheets-value="{"><strong>Mahindra Gusto 125</strong></td>
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			<td 1="" data-sheets-value="{">Length (mm)</td>
			<td 1="" data-sheets-numberformat="{">1,812</td>
			<td 1="" data-sheets-numberformat="{">1,870</td>
			<td 1="" data-sheets-numberformat="{">1,825</td>
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		<tr>
			<td 1="" data-sheets-value="{">Width (mm)</td>
			<td 1="" data-sheets-value="{">697</td>
			<td 1="" data-sheets-value="{">655</td>
			<td 1="" data-sheets-value="{">711</td>
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			<td 1="" data-sheets-value="{">Height (mm)</td>
			<td 1="" data-sheets-numberformat="{">1,146</td>
			<td 1="" data-sheets-numberformat="{">1,160</td>
			<td 1="" data-sheets-numberformat="{">1,188</td>
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			<td 1="" data-sheets-value="{">Saddle height (mm)</td>
			<td 1="" data-sheets-value="{">766</td>
			<td 1="" data-sheets-value="{">780</td>
			<td 1="" data-sheets-value="{">770</td>
		</tr>
		<tr>
			<td 1="" data-sheets-value="{">Kerb weight (kg)</td>
			<td 1="" data-sheets-value="{">107</td>
			<td 1="" data-sheets-value="{">102</td>
			<td 1="" data-sheets-value="{">119</td>
		</tr>
	</tbody>
</table>

<p>&nbsp;</p>

<p>The Suzuki Access entered its second generation in 2016, and its design, unlike that of the older model, took the retro-neo route. This may polarise some prospective buyers, as the design implementation on the new Access is nowhere as neat as on, say a <a href="https://www.autox.com/new-bikes/vespa/">Vespa</a>.</p>

<p>At 102kg, the Suzuki is the lightest scooter of the lot. The same cannot be said for the Mahindra Gusto 125 however, which weighs at 119kg. The Gusto’s design is nothing to write home about, however, it can be had&nbsp;in dual tone colour schemes to liven things up.</p>

<p><strong>Engine and gearbox</strong></p>

<p>This is an area where these three scooter are very closely matched, at least on paper. All&nbsp;scooters here feature air-cooled and carburetted engines that produce ~8.5bhp of power and ~10Nm of torque. Typical of all automatic scooters, power transmission duty is handled by a CVT gearbox. The table below gives you a detailed look at the engine specifications of these scooters.&nbsp;</p>

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			<td>&nbsp;</td>
			<td 1="" data-sheets-value="{"><strong>Honda Grazia</strong></td>
			<td 1="" data-sheets-value="{"><strong>Suzuki Access</strong></td>
			<td 1="" data-sheets-value="{"><strong>Mahindra Gusto 125</strong></td>
		</tr>
		<tr>
			<td 1="" data-sheets-value="{">Engine displacement (cc)</td>
			<td 1="" data-sheets-value="{">124.9</td>
			<td 1="" data-sheets-value="{">124</td>
			<td 1="" data-sheets-value="{">125.6</td>
		</tr>
		<tr>
			<td 1="" data-sheets-value="{">Power (bhp)</td>
			<td 1="" data-sheets-value="{">8.52</td>
			<td 1="" data-sheets-value="{">8.4</td>
			<td 1="" data-sheets-value="{">8.5</td>
		</tr>
		<tr>
			<td 1="" data-sheets-value="{">Torque (Nm)</td>
			<td 1="" data-sheets-value="{">10.54</td>
			<td 1="" data-sheets-value="{">10.2</td>
			<td 1="" data-sheets-value="{">10</td>
		</tr>
		<tr>
			<td 1="" data-sheets-value="{">Gearbox</td>
			<td 1="" data-sheets-value="{">CVT</td>
			<td 1="" data-sheets-value="{">CVT</td>
			<td 1="" data-sheets-value="{">CVT</td>
		</tr>
		<tr>
			<td 1="" data-sheets-value="{">Fuel tank capacity (litres)</td>
			<td 1="" data-sheets-value="{">5.3</td>
			<td 1="" data-sheets-value="{">5.6</td>
			<td 1="" data-sheets-value="{">6</td>
		</tr>
	</tbody>
</table>

<p>&nbsp;</p>

<p><strong>Brakes, tyres and suspension</strong></p>

<p>The Honda Grazia and Suzuki Access feature a larger front tyre compared to the rear one. Both the scooters are also available with front disc brake and alloy wheels in the top-spec trims, however, the Gusto gives the front disc a miss. All three scooters feature telescoping suspension up front.</p>

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			<td>&nbsp;</td>
			<td 1="" data-sheets-value="{"><strong>Honda Grazia</strong></td>
			<td 1="" data-sheets-value="{"><strong>Suzuki Access</strong></td>
			<td 1="" data-sheets-value="{"><strong>Mahindra Gusto 125</strong></td>
		</tr>
		<tr>
			<td 1="" data-sheets-value="{">Front tyre</td>
			<td 1="" data-sheets-value="{">90/90 R12</td>
			<td 1="" data-sheets-value="{">90/90 R12</td>
			<td 1="" data-sheets-value="{">90/90 R12</td>
		</tr>
		<tr>
			<td 1="" data-sheets-value="{">Rear tyre</td>
			<td 1="" data-sheets-value="{">90/100 R10</td>
			<td 1="" data-sheets-value="{">90/100 R10</td>
			<td 1="" data-sheets-value="{">90/90 R12</td>
		</tr>
		<tr>
			<td 1="" data-sheets-value="{">Front suspension</td>
			<td 1="" data-sheets-value="{">Telescopic</td>
			<td 1="" data-sheets-value="{">Telescopic</td>
			<td 1="" data-sheets-value="{">Telescopic</td>
		</tr>
		<tr>
			<td 1="" data-sheets-value="{">Front disc brake</td>
			<td 1="" data-sheets-value="{">Yes</td>
			<td 1="" data-sheets-value="{">Yes</td>
			<td 1="" data-sheets-value="{">No</td>
		</tr>
	</tbody>
</table>

<p>&nbsp;</p>

<p><strong>Price Range</strong></p>

<p>Mahindra has played the value for money card with the Gusto, as it has the lowest starting price. In fact, the higher-spec Gusto costs lesser than the base Grazia. While Mahindra’s flagship scooter gets some welcome features like height adjustable seat, flip-key and guide lamps - the lack of a front disc brake is a glaring omission. The Grazia is the most expensive scooter of this lot, where Honda is surely charging a premium for its brand name.</p>

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			<td>&nbsp;</td>
			<td 1="" data-sheets-value="{"><strong>Honda Grazia</strong></td>
			<td 1="" data-sheets-value="{"><strong>Suzuki Access</strong></td>
			<td 1="" data-sheets-value="{"><strong>Mahindra Gusto 125</strong></td>
		</tr>
		<tr>
			<td 1="" data-sheets-value="{">Ex-showroom price range (INR)</td>
			<td 1="" data-sheets-value="{">57,897 - 62,269</td>
			<td 1="" data-sheets-value="{">54,419 - 57,744</td>
			<td 1="" data-sheets-value="{">50,420 - 55,060</td>
		</tr>
	</tbody>
</table>

Honda Grazia vs Suzuki Access vs Mahindra Gusto 125: Spec Comparison

As gearless scooters become increasing popular thanks to their versatility and maneuverability, the average scooter buyer is now getting more demanding by the day. While the 100-110cc scooters still make up for a large chunk of scooter sales.

<p><meta charset="utf-8" />The Honda Grazia is offered in six colours and retails at Rs. 57,897 (ex-Showroom, Delhi).</p>

<p>Honda Motorcycle and Scooter India has announced that its recently launched Grazia 125cc scooter has sold 15,000 units in just 21 days from its launch.</p>

<p>The Honda Grazia is a sharp looking scooter with an edgy design. The wide front fascia holds the V-shaped blacked out LED headlights - a segment first feature - with the turn indicators positioned above it. The scooter gets an all-digital instrument cluster with a digital read-out of the odometer and fuel gauge.</p>

<p>The Honda Grazia is propelled by the same 125cc single-cylinder engine that does duty in the <a href="https://www.autox.com/reviews/bike-reviews/honda-activa-125-review/">Honda Activa 125</a>. The engine develops 8.52bhp and 10.54Nm. Power transmission duties are carried out by a V-Matic automatic transmission.</p>

<p>Elaborating on the initial response, Yadvinder Singh Guleria, Senior Vice President - Sales and Marketing, HMSI said, “Loaded with many segment leading features and a fresh styling that stands out, the Grazia has taken the style and performance loving customers by storm. We are overwhelmed by the initial response and are confident that with its expanded scooter portfolio, Grazia will take Honda’s leadership to the next level”.</p>

<p><strong>Also Read:&nbsp;<a href="https://www.autox.com/reviews/bike-reviews/honda-grazia-first-ride-review/" rel="bookmark" title="Honda Grazia Review: First Ride">Honda Grazia Review</a></strong></p>

<p>&nbsp;</p>


Honda sells 15,000 Grazia scooters in 21 days

The Honda Grazia is offered in six colours and retails at Rs. 57,897 (ex-Showroom, Delhi). Honda Motorcycle and Scooter India has announced that its recently launched Grazia 125cc scooter has sold 15,000 units in just 21 days from its launch.

<p><b>With the stylish and feature-rich new Honda Grazia, Honda hopes to capture a larger share of the 125cc scooter segment. </b><span style="background:white"><span style="font-family:"><span style="color:#454545"> </span></span></span></p>

<p>Scooter sales have grown by 14 percent in the last five years, and they’re showing no signs of slowing down. The 125cc class of scooters, however, contributes to just nine percent of overall scooter sales. But with people demanding more style and power from their commuters, <a href="https://www.autox.com/new-bikes/honda/">Honda</a> believes that there’s a lot of potential in the 125cc scooter class – and that’s where the Grazia comes in. But the launch of the Grazia also raises its fair share of questions. With the Activa 125 already on sale, where does the Grazia fit in – and will it cannibalise sales of its sibling? We took the new Honda Grazia for a quick spin to find some answers.</p>

<p style="margin:0cm; margin-bottom:.0001pt">&nbsp;</p>

<p><img alt="Honda Grazia Static Front" src="/uploads/2017/11/Honda-Grazia-review-static-front-m1.jpg" /></p>

<p style="margin:0cm; margin-bottom:.0001pt">&nbsp;</p>

<p style="margin:0cm; margin-bottom:.0001pt">Honda says that they want to target the Honda Grazia towards the youth, and this intention is evident in its design. The sharp lines on the front fascia and the side panels make the Grazia look modern and sporty. The V-shaped headlight, the split grab rails and the exhaust are some of the design elements that really caught our attention. The taillight, however, doesn't look as chic as the front.&nbsp;The top-of-the-line Honda Grazia that we rode also came fitted with the same five-spoke alloy wheels as the Activa 125 – although they’re finished in black. <span style="background:white"><span style="font-family:"><span style="color:#454545"> </span></span></span></p>

<p style="margin:0cm; margin-bottom:.0001pt">&nbsp;</p>

<p style="margin:0cm; margin-bottom:.0001pt">As far as seating position and ergonomics are concerned, Honda has always managed to get it absolutely spot on – and the Grazia is no different. The seat is long, wide and comfortable – not just for the rider, but also for the passenger as well. While the split grab rail looks fancy, they serve their purpose perfectly for the pillion rider. In terms of dimensions, the Honda Grazia is more or less identical to the <a href="https://www.autox.com/reviews/bike-reviews/honda-activa-125-review/">Honda Activa 125</a>.</p>

<p style="margin:0cm; margin-bottom:.0001pt">&nbsp;</p>

<p style="margin:0cm; margin-bottom:.0001pt">Apart from style, the Grazia brings with it a lot of segment-first features. It has as many as eight LEDs up front – two for the low beam, two more for the high beam and four for position lamps. The position lamps light up when you turn on the ignition, while the low beam comes on when you thumb-start the scooter. Our ride of the Honda Grazia was during the day so we can’t quite judge the quality of the headlight, but with this kind of hardware, it has it promises to set a benchmark amongst all scooters.&nbsp;The Grazia also comes with all-digital instrumentation, giving you readouts for speedometer, odometer, fuel gauge, time and tachometer. The instrumentation also has a three-step eco-speed indicator that lights up based on your speed. It gets a tiny glove box that can accommodate your mobile phone and other bits. It doesn’t have a lock though, which is a bit strange. And while the overall touch and feel is good, this panel feels flimsy, and of poor quality. In terms of storage, at 18 litres, the under-seat storage is as much as the Activa 125.</p>

<p style="margin:0cm; margin-bottom:.0001pt">&nbsp;</p>

<p><img alt="Honda Grazia Instrumentation" src="/uploads/2017/11/Honda-Grazia-review-instrumentation-m2.jpg" /></p>

<p style="margin:0cm; margin-bottom:.0001pt">&nbsp;</p>

<p style="margin:0cm; margin-bottom:.0001pt">Underneath the body panels, this new offering borrows the same engine from the Activa 125. At 8.52bhp and 10.54Nm, the output from the 124.9cc single-cylinder motor is identical too. The Honda Grazia feels eager setting off from a standstill, but it only comes into its element after crossing the 15km/h mark on the speedometer.&nbsp;And the motor is as smooth and calm as you’d expect from something that wears the Honda badge. Whether you’re riding at city speeds, or at 80km/h on the highway, the Grazia feels unstrained and impressively refined. The engine feels its strongest in its low to mid-range, with enough power on tap to address city traffic with the utmost ease. <span style="background:white"><span style="font-family:"><span style="color:#454545"> </span></span></span></p>

<p style="margin:0cm; margin-bottom:.0001pt">&nbsp;</p>

<p><img alt="Honda Grazia Front Brake Disc" src="/uploads/2017/11/Honda-Grazia-review-front-brake-discm.jpg" /></p>

<p style="margin:0cm; margin-bottom:.0001pt">&nbsp;</p>

<p style="margin:0cm; margin-bottom:.0001pt">Now, just like the Activa 125, the Honda Grazia too comes fitted with telescopic forks and 12-inch wheels at the front. The setup at the back is identical too – the proven combination of spring loaded hydraulic type suspension and 10-inch wheels. While this setup manages to carpet most undulations on the road, there’s no denying that it is a bit firm. Larger potholes certainly don’t go unnoticed. But it’s this firmness that gives it confident handling capabilities and makes it fun to ride. No, it isn’t as much fun as the Navi – and definitely nothing like the Aprilia SR150 – but just the right amount to be easily uncovered from under its commuter skin. <span style="background:white"><span style="font-family:"><span style="color:#454545"> </span></span></span></p>

<p style="margin:0cm; margin-bottom:.0001pt">&nbsp;</p>

<p style="margin:0cm; margin-bottom:.0001pt">Honda launched the Hodna Grazia at a starting price of Rs 57,897. The variant that you see here, with the disc and alloy option, will cost you Rs. 62,269 (ex-showroom, Delhi). As a product, the Grazia has a lot working in its favour – right from a long list of features, a refined motor, and, of course, Honda reliability. For all that it offers, it demands just Rs 400 more than the Activa 125 – and this is where things get a bit tricky. Honda would like the Honda Grazia to replicate what the Dio has achieved in the 110cc segment. But such a marginal difference between the two only amplifies the value for money proposition that the Grazia makes when compared with the Activa 125. All of this makes us wonder if the brand team put as much thought into positioning the Grazia, as the product team did in developing it.</p>

<p style="margin:0cm; margin-bottom:.0001pt">&nbsp;</p>

<p style="margin:0cm; margin-bottom:.0001pt">&nbsp;</p>


Honda Grazia Review, First Ride

After the imminent success of the Honda Activa 125, the Honda Grazia is the Japanese automaker's newest entrant into the crowded segment. Honda claims this one is for the youth, and there are some segment-first features too. So for now, let's dive the full review.

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Honda Rebel 500 vs Kawasaki Eliminator 500 Spec Comparison: What's Different?

<p> The world of motorcycles is a fascinating one. There are so many kinds of it that there’s one to suit everyone’s need, yet, motorcyclists can’t have enough. In this world, there’s one motorcycle manufacturer that firmly holds its own – Harley-Davidson. Over the years, even the mighty HD has dared to cross boundaries and experimented with different kinds of formats. However, the Harley-Davidson Breakout is a stark reminder of their strengths and absolute mastery of the cruiser motorcycle format. But before we dig into how the motorcycle is on different parameters, it is important to understand what it is in the first place.</p><h2>Harley-Davidson Breakout Review: What is it? </h2><p>Loosely, a cruiser motorcycle. You won’t be wrong if you call it so, but if you want to be specific, it is a chopper. And this distinction is of utmost importance for you to truly understand the Breakout and judge it fairly. You see, the best way to judge a bike is to start with its intent. Adventure motorcycles are meant to take the path less travelled, sportbikes are to chase the ten-tenths around a racetrack and cruisers, in the larger sense, are meant to munch miles with ease, highways being their preferred playing ground. Choppers, on the other hand, have one purpose – to make an impression. So, if I were to sum up the Breakout based on things like cornering abilities, touring capabilities and so on, it would be unfair on the motorcycle.</p><div style="width: 100%; height: auto;" class="post-image">
      <img src="https://images.autox.com/uploads/2025/05/Harley-davidson-breakout-6-1747466775630.webp" alt="Harley-Davidson Breakout" style="width: 100%; height: auto;">
    </div>
  <p>The rise of choppers and the popularity of the Harley-Davidson culture go almost hand-in-hand. A huge fat rear tyre, rigid frame and a long raked out front end is the quintessential image of an American Badass on two wheels. Of course, this format takes us into the world of fat wheel custom choppers and eye-watering prices, but that’s a story for a different day. This is the early 2000s we are talking about, and towards the end of the decade, Harley would come out with the Rocker C – their take on what a chopper should be like, practically inventing the ‘factory chopper’ genre. It came with a funky rider seat which could be folded out to ‘unwrap’ the rear seat! Surely, not many would remember that, but it’s worth looking up.</p><p>It was good, but it was Harley’s second attempt that gave us one of the most popular fat wheel factory choppers of all time – the Breakout. Fast forward to today, and the Breakout sticks to that design theme and continues the legacy.</p><h2>Harley-Davidson Breakout Review:&nbsp;Great Story, but how is it today?</h2><p>Let’s start with the fat rear tyre, perhaps the biggest draw of this motorcycle. It’s a full 240-section unit, wider than even the fanciest cars or SUVs you can think of! Next is the insane 1,923cc, 45-degree V-Twin air- and oil-cooled engine! In full display with exquisite attention to detail, no less. Add to that a slim front-end design, a massive 34-degree rake, shotgun exhausts, a 2.3-metre length and over 300kg of weight (in running order) – you get the idea. Thankfully, it has a decently sized 18.9-litre fuel tank – unlike the puny tanks in custom choppers. It’s a motorcycle that will appeal to the purists in every sense.</p><div style="width: 100%; height: auto;" class="post-image">
      <img src="https://images.autox.com/uploads/2025/05/Harley-davidson-breakout-11-1747466790380.webp" alt="Harley davidson breakout " style="width: 100%; height: auto;">
    </div>
  <p>At a standstill, it looks like a million dollars. But when on the move, it is every bit a typical Harley – butter smooth drivetrain, oodles of torque at the slightest twist of the throttle and that addictive, dominating riding stance that makes you feel like the king of the road. For perspective, it makes a mind-bending 168Nm of torque, and surprisingly, Harley even quotes the horsepower numbers for this one at 100bhp. You sit with your feet stretched out with a little bit of reach to the almost flat handlebar. Its rip-it-and-grip-it ride experience is equal parts intimidating and utterly, utterly addictive. The almost 1.7-metre-long wheelbase and the fat rubber means the motorcycle is slow to turn, and u-turns will have to be planned well in advance. But a bike that gives a lack of confidence it is not, and the ride quality is surprisingly good!</p><div style="width: 100%; height: auto;" class="post-image">
      <img src="https://images.autox.com/uploads/2025/05/Harley-davidson-breakout-12-1747466794737.webp" alt="Harley-Davidson Breakout Seat" style="width: 100%; height: auto;"></div><div style="width: 100%; height: auto;" class="post-image">The clever bit done by Harley is that the monoshock rear suspension is hidden under the seat, giving the motorcycle a hard tail look. I have to be honest, this Softail chassis has been around since the late 2010s, but still is every bit modern and always leaves me surprised with just how it copes  even on poorly surfaced roads. It’s no ADV, obviously, but way more capable than you would expect from a motorcycle of this appearance. The only thing that was a bit bothersome was the protruding air intake. As good as it looks, it comes in the way of using the rear brake. Speaking of which, on the safety tech front, you have Anti-Lock Brakes (ABS) and Traction Control System (TCS)… and that’s all. I love it!</div>
  <div style="width: 100%; height: auto;" class="post-image">
      <img src="https://images.autox.com/uploads/2025/05/Harley-davidson-breakout-14-1747466804890.webp" alt="Harley-Davidson Breakout Speedometer" style="width: 100%; height: auto;">
    </div>
  <p>On the features front, you have a minuscule 2.14 inch (yes, you read that right) LCD instrument cluster which gives you bare-minimum information at a time, but the complete set so long as you are willing to toggle through the menu set.</p><h2>Harley-Davidson Breakout Review: Verdict</h2><p>And well, that’s about it. The motorcycle is fairly simple and a refreshing throwback to what motorcycles are all about – the experience, the image and the personality that comes with it. Let’s face it, the experience of motorcycling is subjective and very thematic too, if I may say so. Off-road riders, enduro riders, supermoto riders, track riders, long-distance haulers… the list can go on. If you judge the Breakout based on its specifications, features and brochures,&nbsp; you’ll be committing a grave mistake. But if you kick it old school and go for a test ride, that is when you will  appreciate what the motorcycle has to offer.</p><div style="width: 100%; height: auto;" class="post-image">
      <img src="https://images.autox.com/uploads/2025/05/Harley-davidson-breakout-5-1747466765962.webp" alt="Harley-Davidson Breakout Rear" style="width: 100%; height: auto;">
    </div>
  <p>It has everything that you would want from a bike like this. An engine called Milwaukee-Eight 117, massive displacement of 1,923cc (litre-class cylinders, almost), an air intake called ‘Heavy Breather’ and tyres that are called ‘Scorchers.’ It even has the eye-watering price tag and an unmistakable road presence! The motorcycle may not do a lot of things and could be seen as ‘too simple,’ perhaps. But it leaves you with a lasting memory. So, let’s play some Rock n’ Roll and take in the view with bikes like these while we can, before the ugly ADVs take over completely. Motorcycling is subjective, remember?</p><p>[tabs]</p>

<p>[tab title="<strong>Harley-Davidson Breakout</strong>"]</p>

<p><strong>Engine:</strong> 1,923cc V-twin, air- and oil-cooled</p>

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

<p><strong>Power:</strong> 100bhp </p>

<p><strong>Torque:</strong>&nbsp;168Nm</p>

<p><strong>Fuel:</strong> Petrol</p>
 
<p><strong>Price:</strong> ₹30.99 Lakh (ex-showroom)</p>

<p><strong>X-Factor:&nbsp;</strong><em>As good as it gets if you love chopper-style motorcycles.</em></p>

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

			</td>
			<td>
			<p><strong>Cons</strong><br>
			• Pricey, Low Ground Clearance  </p>
			</td>
		</tr>
	</tbody>
</table>

<p>[/tab]</p>

<p>[/tabs]</p>

Harley-Davidson Breakout Review: Fantastic, But Set Your Expectations Right

There’s nothing quite like the Harley-Davidson Breakout that says you’ve ‘arrived.’ It's every bit a factory chopper motorcycle - a raked out front end, long, low, a fat rear tyre and a price tag that separates you from the rest.

<p>Ever since the <a href="https://www.autox.com/new-cars/mg/windsor-ev/">MG Windsor EV</a> was launched in India, it has been the centre of attention. It brought with it a unique design, an exhaustive list of features, innovative methods of buying a car, like Battery-as-a-Service (BaaS), and all of it came with a price tag that positioned it as the perfect choice of car to buy under Rs 20 lakh in India. It wasn’t a surprise that the Windsor won the prestigious ‘Best of 2024’ at the autoX Awards and that it would become the best-selling EV in India for seven consecutive months! Now, MG aims to take it up a notch with the new ‘Pro’ variant of the Windsor EV. We drive it in the jaw-dropping beauty of Shillong and find out what it’s all about.</p><h2>MG Windsor EV Pro Review: What’s Different? <br></h2><p>The first thing I  want to mention is the price, as it will give you an idea of  how popular this car is. <a href="https://www.autox.com/news/car-news/mg-windsor-ev-pro-launched-at-rs-1749-lakh-gets-bigger-battery-and-more-features-120622/" target="_blank">JSW MG Motor India had launched the Windsor EV Pro</a> at an introductory price tag of Rs 17.5 lakh (ex-showroom), which was to be valid for the first 8,000 customers, and mind you, 8,000 units in the world of EVs is a big number. Surprisingly, the introductory price had to end the next day as the <a href="https://www.autox.com/news/car-news/mg-windsor-ev-pro-introductory-prices-end-heres-what-youll-pay-now-120661/" target="_blank">bookings crossed the 8,000 mark within 24 hours</a>! So now, the price is up by Rs 60,000, and the car costs Rs 18.10 lakh outright and Rs 13.10 lakh + Rs 4.5/km as part of the BaaS scheme.</p><div style="width: 100%; height: auto;" class="post-image">
      <img src="https://images.autox.com/uploads/2025/05/1746791007918-zse5-MG-Windsor-EV-Pro-Infotainment-System.webp" alt="MG Windsor EV Pro Infotainment System" style="width: 100%; height: auto;">
    </div>
  <p>What you get for this price tag is, honestly, not a very big change. It is still a substantial one, however, as it brings a marked improvement in your everyday usage experience. The big change is the larger battery pack that the Pro variant gets – now a 52.9kWh LFP unit, as opposed to the 38kWh LFP unit in the ‘regular’ Windsor EV variants. As a result, the claimed range has gone up from 332km to an impressive 449km per charge. As per MG, the car takes about 9.5 hours to fully top up with a 7.4kW AC charger and about 50 minutes  from 20 to 8 per cent with a 60kW DC fast charger. Since this was just a first drive, we could not perform a range test as per our standards. </p><p><strong>Also Read:</strong>&nbsp;<a href="https://www.autox.com/news/car-news/mg-windsor-ev-excite-exclusive-essence-and-essence-pro-variants-explained-120651/" target="_blank">MG Windsor EV Excite, Exclusive, Essence and Essence Pro Variants Explained</a></p><p>However, given our earlier experience with the non-Pro version of the car, we believe that the Pro should easily cross the 350km per charge mark in real-world conditions. Interestingly, MG is offering a lifetime warranty on the battery, but do note that it is only applicable for the first owner.</p><p><img src="https://images.autox.com/uploads/2025/05/1746791132970-34l0-MG-Windsor-EV-Pro-Front.webp" alt="MG Windsor EV Pro Front" style="width: 100%; height: auto;">
    </p>
  <p>The other big additions are the inclusion of level 2 ADAS features, a powered tail gate and your biggest tell that it is a Pro variant of the Windsor EV – new 18-inch alloy wheels which  can be seen on the Hector as well. On the inside, the interior theme is now Ivory white and black and lastly, the Windsor Pro now supports Vehicle-to-Load (V2L) and Vehicle-to-Vehicle (V2V) which is essentially means that you can power up appliances through the charging port of the car through an accessory that would set you back by Rs 5,000, or you can transfer charge to another car through an accessory cable who’s price is yet to be finalised but MG says should be about Rs 20,000.</p><h2>MG Windsor EV Pro Review: What’s the Same? </h2><p>Everything else about the car remains the same. This means everything we love about the car, like the 135-degree reclinable lounge seats at the back, the impressive 9-speaker audio system, ventilated front seats, ample storage areas around the cabin and the sheer size and space that you get for your money on the inside continue to impress. This also means that the massive 15.6-inch touchscreen infotainment system, which is in equal measure impressive and yet cumbersome to use as almost all functionalities of the car are operated through it, also remains.</p><div style="width: 100%; height: auto;" class="post-image">
      <img src="https://images.autox.com/uploads/2025/05/1746791098975-9nnl-MG-Windsor-EV-Pro-Interior.webp" alt="MG Windsor EV Pro Interior" style="width: 100%; height: auto;">
    </div>
  <p>What remains to be talked about is the ride and handling, which also, thankfully, continue to be thoroughly impressive. With the larger battery pack, MG has had to fine-tune the suspension and reinforce the structure of the car at a few places to accommodate the slight increase in weight. Once on the move, you will barely notice any difference in the way the car is to drive. This means it continues to be a fantastic handler that hides its weight rather well.</p><div style="width: 100%; height: auto;" class="post-image">
      <img src="https://images.autox.com/uploads/2025/05/1746761524405-i2qo-MG-Windsor-EV-Pro-1.webp" alt="MG Windsor EV Pro " style="width: 100%; height: auto;">
    </div>
  <h2>MG Windsor EV Pro Review: Worth Checking Out?</h2><p>The MG Windsor EV was already an impressive package on all fronts. While I believe there was an opportunity to bump up the feel-good feature set or the performance a couple of notches higher since it has the ‘Pro’ in its name, it is hard to argue against what MG has brought to the table. Especially when you consider that despite the longer range, the Windsor EV Pro still manages to undercut the Rs 20 lakh price tag. So, the answer is yes, it is worth checking out. Moreover, it is a highly recommended option in the price bracket and worth consideration, irrespective of whether you are in the market for an Internal Combustion Engine (ICE) powered car or an EV.<br></p>


<p>[tabs]</p>

<p>[tab title="<strong>MG Windsor EV Pro</strong>"]</p>

<p><strong>Motor:</strong> Single Motor</p>

<p><strong>Transmission:</strong> Single-Speed FWD</p>

<p><strong>Power:</strong>&nbsp;134bhp </p>

<p><strong>Torque:</strong>&nbsp;200Nm</p>

<p><strong>Range:</strong> 449km (MIDC)</p>
 
<p><strong>Price:</strong> ₹18.10 Lakh Ex showroom</p>

<p><strong>X-Factor:&nbsp;</strong><em>The MG Windsor EV Pro makes an already great package even better!</em></p>

<table cellpadding="1" cellspacing="1">
	<tbody>
		<tr>
			<td>
			<p><strong>Pros &nbsp;</strong>&nbsp; &nbsp;&nbsp;&nbsp; &nbsp;&nbsp;&nbsp;<br>
			•&nbsp; Spacious Cabin, feature-loaded</p>

			</td>
			<td>
			<p><strong>Cons</strong><br>
			• Convoluted  touchscreen-based controls</p>
			</td>
		</tr>
	</tbody>
</table>

<p>[/tab]</p>

<p>[/tabs]</p>

MG Windsor EV Pro Review: More Wind in the Sail!

The MG Windsor EV Pro builds on a solid foundation, but does it do enough? We find out by taking it out for a drive in the lovely hills of Shillong.

<p>The Kia Carens has been selling well and has even surpassed the 2 lakh units sales mark since its launch. However, this three-row offering was due for an update. But rather than replacing the old model with a new one, Kia has instead decided to bring a new vehicle based on the Carens, but made to be more premium and feature-rich. This new vehicle is the Carens Clavis. While the Carens name points to its lineage, the term Clavis is Latin for key. Specifically, it has been taken from a Latin phrase that means the golden key. So, what key changes have been made to make the Carens Clavis that make it a step up from the Carens?</p>
<p><a href="https://youtu.be/27HvUcTn6qQ?si=Rn8DHNTWonbOXWbo"><iframe width="560" height="315" src="https://www.youtube.com/embed/27HvUcTn6qQ?si=c4gMRiIYkvpsPRgY" 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></a></p>
<h2>Kia Carens Clavis Design &amp; Styling <br></h2>
<p>Despite being the same vehicle underneath the skin, the Clavis looks different from the Carens. This is largely thanks to the digital tiger nose grille and the new Star Map LED DRLs and headlamp cluster. The front is largely closed off, much like EVs and resembles Kia’s more recent offerings like the Syros and EV9. There is a prominent sliver chrome skid plate and both ends at either end of the vehicle to give it a butch SUV-like appeal. In fact, the raised bonnet adds to this bolder appeal at the front and side. What also helps elevate the look of the Clavis are the 17-inch alloy wheels, which are an inch bigger than the ones on the Carens. In terms of dimensions, the Clavis is 10mm longer but shares the rest of its figures with the Carens. This also means that the 216-litre boot remains the same.</p>
<h2>More gadgets! <br></h2>
<p>When you step inside, you are greeted by a much more premium and modern cabin. Not only is there more tech on display, but the materials used on the dashboard are great to look at, too. New additions include a connected island housing twin 10.25-inch displays, a four-way power adjustable driver’s seat, a new steering wheel and a bigger dual-pane panoramic sunroof. There is also a new hybrid touch panel which can switch from media to AC controls. While it saves space on the dashboard, I am not completely sold on its usability. If you are driving and want to make any changes, you will have to take your eyes off the road.</p>
<p><img src="https://images.autox.com/uploads/2025/05/KIA-Carens-clavis-6-1747369221418.webp" alt="KIA Carens clavis interior .jpg" style="width: 100%; height: auto;"></p>
<p>The second row has not seen many changes and you can get the Clavis in 6- and 7-seater variants, just like the Carens. The 7-seater option does come with a three-point seatbelt for the middle passenger this time around. Also, there is a walk-in feature that allows you to adjust the front passenger seat from the second row by using a lever on the side of the seat. Similarly, there is a one-touch tumble function for the left-side second row seat, which makes getting into the third row easier. Since the bigger sunroof extends till the second row, the roof-mounted AC vents have been moved to the sides. It was a bit disappointing to see that the underthigh support in the second row has not improved.</p>
<div style="width: 100%; height: auto;" class="post-image">
    <img src="https://images.autox.com/uploads/2025/05/KIA-Carens-clavis-10-1747369599171.webp" alt="KIA Carens clavis 3rd row seats.jpg" style="width: 100%; height: auto;">
</div>
<p>The third row is also rather decent for shorter journeys. It is much more suited for children than adults, considering the lack of underthigh support and legroom. I do, however, like that Kia has given AC vents, reading lights, two USB-C ports and cupholders even in the last row. <br></p>
<h2>Kia Carens Clavis: Powertrain Options</h2>
<p>The drivetrain options remain the same as the Carens — a 1.5-litre NA petrol, 1.5-litre turbo-charged petrol and 1.5-litre diesel. The power and torque figures remain unchanged, too, but the Clavis also gets a 6-speed manual transmission along with the 1.5 turbo-petrol. </p>
<div style="width: 100%; height: auto;" class="post-image">
    <img src="https://images.autox.com/uploads/2025/05/KIA-Carens-clavis-8-1747369643631.webp" alt="KIA Carens clavis turbo petrol engine.jpg" style="width: 100%; height: auto;">
</div>
<p>The Clavis is a comfort-oriented vehicle and that is apparent in the quiet cabin, light steering wheel and absorbent suspension. Ground clearance is not a problem either, as I did not bottom out even while clearing tall speedbreakers. Unlike the Carens, the Clavis does get 20 Level 2 ADAS features that make your driving experience safer. The additional cameras fitted onto the car also enable a surround view feature which makes parking the vehicle easier. <br></p>
<h2>Kia Carens Clavis: Verdict<br></h2>
<p>The Carens Clavis is definitely a step up from the Carens. It looks more modern, has more features, while retaining a plush ride experience and the versatility of multiple powertrain options. While pricing is not out yet, we know that it will be more expensive than the Carens. As long as Kia manages to have a modest increase of around Rs 1-1.5 lakh over the Carens, the Clavis will be an easy recommendation for families.<br></p>

Kia Carens Clavis First Drive Review: The Perfect Family Car?

What does the Carens Clavis bring to the table to make it the go-to choice for Indian families? Is it a big enough improvement over the current Carens?

Skoda Kylaq vs Hyundai i20 N Line vs Maruti Suzuki Fronx Turbo: Best Budget Hot Hatch?

The Kylaq, i20 N Line, & Fronx Turbo have all the ingredients to classify as a ‘hot hatch’ for the masses, but which one can truly be called the best?

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

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

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

    
  
    
  


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

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

    
  
    
  


<h2>So, what’s under the hood?</h2>

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


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

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

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

    
  


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

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




<p>[tabs]</p>

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

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

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

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

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

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

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

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

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	<tbody>
		<tr>
			<td>
			<p><strong>Pros &nbsp;</strong>&nbsp; &nbsp;&nbsp;&nbsp; &nbsp;&nbsp;&nbsp;<br>
			•&nbsp; As fast &amp; versatile as anything ever conceived. </p>

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

<p>[/tab]</p>

<p>[/tabs]</p>


Ferrari 12Cilindri Spider First Drive Review: Versatility in Verde

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

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