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Ferrari is an Italian luxury sports car manufacturer based in Maranello. Founded by Enzo Ferrari in 1939 out of Alfa Romeo's race division as Auto Avio Costruzioni, the company built its first car in 1940. However, the company's inception as an auto manufacturer is usually recognized in 1947, when the first Ferrari-badged car was completed.

<hr />
In 2014, Ferrari was rated the world's most powerful brand by Brand Finance. In May 2012, the 1962 Ferrari 250 GTO became the most expensive car in history, selling in a private transaction for USD 38.1 million to American communications magnate Craig McCaw. In 2018, the 250 GTO broke its own record by selling at a massive price of USD 70 million to another Ferrari collector.

Throughout its history, the company has been noted for its continued participation in racing, especially in Formula One, where it has been among the most successful racing teams, holding the most constructors championships (16) and having produced the highest number of winning drivers (15).

The 125 S was the first car ever with the Ferrari badge on it, and it was more of a sportscar – for someone who liked going really fast in style. The 166 Inter, designed to be a grand tourer, was introduced in 1949. Even today, what Ferrari sells are mostly road cars. A lot of their cars feature bodywork designed by coachbuilders like Zagato, Bertone, Vignale, Pininfarina and Scaglietti. However, since early 2010, Ferraris have been designed in-house from the Centro Stile Ferrari.

The early road cars were front-engined V12, two-seaters. The Dino was the first mid-engined two-seater from Ferrari in 1968. It employed a V6 engine, and this mid-engine layout was later used on many Ferraris produced from the 1980s, till today. Presently, new Ferrari cars use either V8 bi-turbo or V12 engines.

Ferrari also makes a number of front-engined 2+2 cars, like the V12 GTC 4 Lusso and the V8 Portofino and Lusso T. The company started off making mid-engined V12s in 1973, with the Berlinetta Boxer and later, the Testarossa.

The current Ferrari car model line-up (as of 2018) includes the 812 Superfast, SF90 Stradale, F8 Tributo, 488 Pista, 488 Pista Spider, 488 Spider, GTC4 Lusso, GTC4 Lusso T, Ferrari Portofino, Monza SP1 and Monza SP2. In India, Ferrari car pricing and positioning puts them up right in the supercar territory amongst the Lamborghinis, Aston Martins, and Bentleys.

Ferrari car prices in India start from around 3.8 crore rupees for the 2018 488 GTB. All Ferrari car price listings can be found on the website of autoX.

Ferrari Portofino image Interior1

Ferrari Portofino image Coupe Seat

Ferrari Portofino image Badge

Ferrari F8 Tributo front

Ferrari F8 Tributo rear three quarter

Ferrari F8 Tributo side profile

Ferrari Roma Right Front Three Quarter 

Ferrari Roma Front View

Ferrari Roma Right Front Three Quarter

Ferrari Purosangue SUV Left Front Three Quarter

Ferrari Purosangue SUV Right Front Three Quarter

Ferrari Purosangue Deliveries Begin in India, Gets Claimed Top Speed of 310 Km/h

Decked up in an elegant Nero Daytona black paint job, the first Ferrari Purosangue has blacked-out wheels with a carbon centre cap. A pleasing contrast to the all-black appearance is created by the cabin's Iroko interior finish.

Ferrari's new entry-level Portofino goes on sale in India, with an eye-watering price tag of Rs 3.5 crore (ex-showroom).&nbsp;

Ferrari's all-new drop-top GT has finally reached the Indian shores. Launched in Delhi, this new entry-ticket to the Ferrari brand has had all of us on our toes ever since we went to Dubai to experience the car in June 2018 (<a href="https://www.autox.com/reviews/car-reviews/ferrari-portofino-review-first-drive-103946/">You can read our first drive review of the Ferrari Portofino here</a>). Despite a delayed launch in India, Ferrari is confident that the new car will still attract numerous new buyers to the brand.&nbsp;

<img alt="Ferrari Portofino Front Quarter" height="" src="/uploads/2018/09/IMG-20180928-124140.jpg" width="" />

While it may not be an addition to Ferrari's 'hardcore' model line-up, by no means is the Portofino a slouch. It is powered by a twin-turbo 3.9-litre V8 engine that churns out 591bhp and 760Nm of torque. All this power is transferred to the rear wheels through an F1-derived seven-speed dual-clutch transmission. 0-100km/h is done within 3.5 seconds and the top speed is in excess of 320km/h. The figures are certainly impressive for a Grand Tourer.

<img alt="Ferrari Portofino Interior" height="" src="/uploads/2018/09/IMG-20180928-124515.jpg" width="" />

The Ferrari Portofino is much lighter than its predecessor - around 80kg - and its maker claims that the drop-top's body stiffness has improved by around 35 per cent over the California T. And to make it a more involving drive, the suspension setup of the car has been improved as well - the front and rear shockers have stiffer spring rates than before.

<img alt="Ferrari Portofino Rear Quarter" height="" src="/uploads/2018/09/IMG-20180928-124206.jpg" width="" />

Inside, the newly launched Ferrari convertible features a 2+2 layout, but it's understood that it'll be mostly used as a 2 seater for leisure driving. The dashboard features a 10.25-inch touchscreen infotainment, and there's no dearth of features and equipment for the occupants. As for the roof, it can be&nbsp;opened or closed in just 14 seconds on the move at low speeds.&nbsp;

At the moment, Ferrari has two dealers in India - Delhi and Mumbai - and the Portofino will be sold exclusively from these outlets.

Ferrari Portofino launched in India at Rs. 3.5 crore

Ferrari's all-new drop-top GT has finally reached the Indian shores. Launched in Delhi, this new entry-ticket to the Ferrari brand has had all of us on our toes ever since we went to Dubai to experience the car in June 2018 (You can read our first drive review of the Ferrari Portofino here).

Ferrari has filed for a patent for a new targa roof design.

A new patent has been filed at the European Patent Office from Maranello for an updated targa roof setup. The claims are that it has been designed to reduce aerodynamic turbulence inside the cabin when driving without the roof.

A targa roof design features a single roof panel which can be removed by hand. The roof panel is usually made of plastic to keep it lightweight in order to be easily handled by a single person. The panel latches on to the windscreen frame at the front and a full-width roll bar at the rear positioned behind the cabin with a transparent rear window incorporated at the back as well.

Ferrari has patented the same design, albeit with some design changes to reduce turbulence inside the cabin. In the patent drawings, you can see a protection panel on the rear parcel shelf which are connected to a number of air inlets and vents. As per Ferrari’s theory, the air flows from above the windscreen and sinks into these vents before reaching the rear roll bar. This allows the rear windscreen to be taller than the roll bar in addition to being easy and inexpensive to manufacture.

<img alt="Ferrari Sergio 2015" src="/uploads/2018/08/Ferrari-Sergio-2015.jpg" />

<div class="img-caption">Ferrari Pininfarina Sergio</div>

While the last high volume targa roof on a Ferrari was seen back n 1995 on the F355, Ferrari did produce other limited edition models like the 575 Superamerica, LaFerrari Aperta and the J50. Even the Ferrari Pininfarina Sergio, a tribute model to Sergio Pininfarina, also featured a targa style roof.

The filed patent images are based on the out-of-production F430 model, which means that Ferrari doesn’t want to disclose what exactly they are working on, however, our best guess is that it could be a new targa version of the 488.

Ferrari files patent for Targa open top design

A new patent has been filed at the European Patent Office from Maranello for an updated targa roof setup. The claims are that it has been designed to reduce aerodynamic turbulence inside the cabin when driving without the roof.

When they revealed the 488 GTB, Ferrari upped their game with the new twin-turbo V8. Then they revealed the 488 Pista recently which a lighter, faster, more powerful and tauter compared to the standard car. While it might seem its just a restyled example of the GTB with a €9,800 option sticker slapped on top, there is more than meets the eye. Here are five key elements that set the 488 Pista apart from the ‘off the shelf’ 488 GTB.

<ol>
	<li>More Power!</li>
</ol>

The standard 488 GTB can deliver 660bhp, but for the Pista, it just isn’t enough. Which is why Ferrari has tuned its 3.9-litre twin-turbo V8 to churn out 710bhp at 8,000rpm while torque output is higher by 10Nm from the standard car allowing for a maximum of 770Nm. 0-100km/h takes just 2.8 seconds compared to the standard GTB’s time of 3 seconds. Top speed is also higher by 10km/h going all the way to 340km/h. All of this is enabled by the fact that the Pista uses the engine borrowed out of the 488 Challenge race car.

<ol start="2">
	<li>Diet</li>
</ol>

The Pista is lighter as it uses components made from an alloy called – Inconel for the exhaust manifolds. This also makes the 488 Pista louder by 8db. Additionally, Ferrari for the first time has used carbon wheels on a production car which in true Ferrari fashion is a €15,000 option which saves 997grams of unsprung mass. The wheels have a 20-inch diameter wrapped in Michelin Pilot Sport Cup 2 tyres. Ferrari claims the hardcore supercar weighs in at 1,348kgs. Consider the power on tap, that is extremely light.

<img alt="Ferrari 488 Pista 2019 1600 06 Copy" height="336" src="/uploads/2018/06/Ferrari-488-Pista-2019-1600-06-copy.jpg" width="642" />

<ol start="3">
	<li>Electronic wizardry</li>
</ol>

Of all the feats they have achieved with the Pista, the one thing Ferrari like to pat themselves on the back about is the vehicle dynamics they were able to develop which they call ‘Ferrari Dynamic Enhancer or FDE. The stability control in its second-least restrictive setting apply the brakes on its own but does not allow the torque to reduce when the vehicle begins to slide and oversteer. This allows the driver to be braver and more aggressive on the track and drift the car more easily with the belief that the electronics will not allow the car to spin out.

<ol start="4">
	<li>Wind manipulation</li>
</ol>

The 488 Pista’s design has been carefully sculpted to deliver the best possible aerodynamics to deliver the least amount of drag on the straight and the maximum amount of downforce in the corners. The lower front of the car extends farther compared to the GTB because it features a differently oriented radiator. The ‘S-duct’ which is a multi-layered horizontal panel that channels between the radiators, is directly inspired by the F1 car. The engine intake ducts are only in front of the rear spoiler which is housed above the massive twin exhaust pipes and the large rear diffuser.

<img alt="Ferrari 488 Pista 2019 1600 0a Copy" height="336" src="/uploads/2018/06/Ferrari-488-Pista-2019-1600-0a-copy.jpg" width="642" />

<ol start="5">
	<li>Downforce</li>
</ol>

When you’re travelling at 200km/h, the Pista’s aero package is capable of generating 240kgs of downforce on the tyres. That is more than the standard GTB and 90kgs more than the Porsche 911 GT3 RS. All of this is achieved with the help of the S-Duct, and the bigger rear wing at the back, in addition, the upgrades on the undertray to make the front splitter and rear diffuser work effectively to their maximum potential.

Ferrari 488 Pista: Five things you need to know

When they revealed the 488 GTB, Ferrari upped their game with the new twin-turbo V8. Then they revealed the 488 Pista recently which a lighter, faster, more powerful and tauter compared to the standard car.

Shiv

Perfect replacement

Ferrari cars in India start at 3.50 Crore and go up to  10.50 Crore. Check the latest models, price lists, interiors, mileage, features, and more.

The Purosangue has an interesting origin story – one that I had the privilege to witness first-hand. <a href="https://www.autox.com/new-cars/ferrari/">Ferrari</a>, after denying for years that they were developing an ‘SUV’, finally invited us to Maranello in September 2022 to witness a global product reveal. While rumours were rife that this new product was an ‘SUV’, I had other reasons to be excited. You see, it was the first time that I had the opportunity to visit the Ferrari factory, the home of the Prancing Horse. Moreover, I was one of the select few in the world to witness the unveiling of a brand-new Ferrari.

Of course, like most recent Ferrari unveilings, the reveal of the Purosangue was also a very low-key event, shrouded in secrecy. Only a handful of people were invited to the event, and we were even asked to deposit our phones to prevent any premature leaks of the vehicle before the embargo was lifted. We were also told rather emphatically that the Purosangue is not an SUV (now you know why the word SUV was in quotes earlier in the story) and is definitely not meant for off-roading. This begs the question – why build a vehicle in this body style?

Well, I travelled to Dubai and experienced the Purosangue first-hand to discover its intended purpose and its target audience.&nbsp;

https://www.youtube.com/watch?v=2m3yqJCa99g

<h2>Ferrari Purosangue Review: Pure Theatre</h2>

Now, not only were we explicitly told what the Purosangue was not – well, an SUV – but also what it actually was – the first production four-door, four-seater Ferrari ever made. The name Purosangue, meaning ‘thoroughbred’ and commonly associated with horses, cleverly aligns with Ferrari’s iconic Prancing Horse. As for the design of the Purosangue, opinions seem to diverge in two distinct camps. Traditional Ferrari enthusiasts may cry sacrilege, viewing it as a departure from the marque’s established aesthetics. However, younger buyers are likely to find it very attractive. Having had the opportunity to observe the car in a closed room and then on the road in various colour schemes, I think the Purosangue’s design is absolutely terrific.

<img alt="Review of Ferrari Purosangue Front and Side View" src="/uploads/2024/05/Ferrari-Purosangue-Front-Three-Quarter.jpg" style="width: 1280px; height: 720px;" />

At the front, the integration of the grille into the bumper lends the Purosangue a futuristic appearance that immediately catches the eye. What’s particularly striking, however, is the presence of the multitude of vents and aerodynamic elements that have been integrated into the design. The headlights, almost hidden until you turn them on in the dark, add an element of surprise and an air of mystery.

Similarly, at the rear, you immediately notice the wide rear haunches – which not only give the Purosangue a very wide stance but also add to its imposing road presence and sense of dominance – and more aerodynamic aids on the lower part of the bumper.

<img alt="Review of Ferrari Purosangue Rear and Side View" src="/uploads/2024/05/Ferrari-Purosangue-Rear-Three-Quarter.jpg" style="width: 1280px; height: 720px;" />

Yet, my personal favourite aspect of the Purosangue’s design lies in the profile view. Ferrari’s designers have masterfully concealed the Purosangue’s considerable length of almost five metres, achieving impeccable proportions that belie its size. The bulging rear wheel arches and the sweeping roofline further accentuate its visual appeal. Paired with the massive 22-inch front and 23-inch rear wheels, the Purosangue exudes an undeniable sense of elegance.

Also Read:&nbsp;<a href="https://www.autox.com/videos/ferrari-12cilindri-an-830bhp-v12-supercar-for-your-bedroom-wall-autox-exclusive-walkaround-117007/">Ferrari 12Cilindri – An 830BHP V12 Supercar for Your Bedroom Wall | autoX Exclusive Walkaround</a>

Another highlight of the Purosangue is its unique door design. The wide opening created by the rear-hinged coach style rear doors not only allows easy access to the cabin but also adds a touch of theatricality. Combined with the clamshell-style bonnet, the sight of all four doors and the bonnet open (as you can see in the images here) presents a visual spectacle that’s simply breathtaking.

<img alt="Ferrari Purosangue Review" src="/uploads/2024/05/Ferrari-Purosangue-Side-Profile.jpg" style="width: 1280px; height: 720px;" />

Adding to the car’s allure are the various carbon fibre pieces that are strategically placed in the wheel arches, under the door sills, and within both air dams. Left unpainted for better noticeability, each piece serves a specific aerodynamic purpose and has been meticulously fine-tuned by the engineers for optimal performance.

Inside the Purosangue, you’ll find four large seats capable of accommodating large adults in comfort. Interestingly, the Purosangue will only be offered as a four-seater, with a centre console between the rear seats. Unlike other Ferrari products, the Purosangue doesn’t have a central touchscreen and features very few physical controls on the dash and the centre console.

<img alt="Review of Ferrari Purosangue Steering Console And Instrumentation" src="/uploads/2024/05/Ferrari-Purosangue-View-Of-Steering-Console-And-Instrumentation.jpg" style="width: 1280px; height: 720px;" />

Instead, most of the functions are operated via the steering wheel-mounted physical buttons. There’s also an option for a second screen mounted in front of the front passenger. Thankfully, the HVAC controls are still accessible through a physical rotary controller, which elegantly emerges from the dash upon touch.

<h2>Ferrari Purosangue Review: Flawless Engineering</h2>

Of course, the pièce de résistance of any Ferrari is the engine, and the Purosangue is no exception. The moment you lift the bonnet, you are greeted by a sight of sheer magnificence – the engine is mounted far back in the chassis, with its placement extending to somewhere below the front windscreen. This 6.5-litre naturally aspirated V12 unit is a powerhouse, which produces 715bhp and 716Nm of torque and even revs to a heady 8,250rpm. Pushing the starter button on the steering elicits a beautiful V12 exhaust note, which is significantly amplified when you switch to Sport or Race mode.

<img alt="Review of Ferrari Purosangue Engine" src="/uploads/2024/05/Ferrari-Purosangue-Engine-Close-Up.jpg" style="width: 1280px; height: 720px;" />

It would be an understatement to say that the Purosangue is a delight to drive. The V12 is creamy smooth, the new 8-speed gearbox is flawless, and the acceleration is simply breathtaking. This is also partly due to the fact that despite the large size, big engine, and all-wheel drive hardware, Ferrari engineers have managed to maintain a relatively low kerb weight of 2,033kgs. The performance, of course, is nothing short of stellar, with a 0 – 200km/h sprint time of just 10.6 seconds. Regardless of the speed, the Purosangue never fails to impress, and if you are liberal with the throttle, delivering an exhilarating driving experience.

Also Read:&nbsp;<a href="https://www.autox.com/opinion/dhruv-behl/how-do-you-explain-the-enduring-power-of-the-ferrari-legend-117111/">How Do You Explain the Enduring Power of the Ferrari Legend?</a>

During my trip to Dubai, I had the opportunity to drive another Ferrari alongside the Purosangue, which led to two interesting observations. Firstly, compared to Ferrari’s typical sports cars, the Purosangue is a bit relaxed in its demeanour. The steering is not as razor sharp but still sharp enough, and there is a sense of smoothness and calmness in the driving experience. What I mean to say is the sports cars exude a gruff, raw feel and are super aggressive to drive. Given that the Purosangue has been designed to cover hundreds of kilometres in a day, this relaxed attitude makes sense and feels more fitting for the car.

Secondly, at Pursoangue’s world debut, Ferrari engineers explained how they found air suspension systems to be too slow, which led them to create the world’s first active suspension technology. This system pairs a hydraulic shock absorber with an electric motor to enable super-quick adjustments to the suspension to deal with varying road conditions. However, despite all this tech wizardry and Dubai’s excellent roads, the ride quality felt quite fidgety. So, how this new technology will fare on Indian roads is something that would be interesting to see.

<img alt="Ferrari Purosangue Badge" src="/uploads/2024/05/Ferrari-Purosangue-Badge2.jpg" style="width: 1280px; height: 720px;" />

<h2>Ferrari Purosangue Review: The Dream</h2>

While owning a Purosangue would be a dream for most – it’s certainly for me, but I can’t afford it – let’s keep that sensible cap aside and consider what it would be like to have one. Well, honestly speaking, I like the fact that it’s an unusual-looking Ferrari – which, according to me, looks great. Its distinctive and striking appearance is sure to turn heads wherever you go. Secondly, its practicality makes outings with friends or family a breeze. And those unique doors will ensure that you make a grand entrance every time, commanding attention regardless of the occasion. What’s more, it offers an amazing driving experience – with its all-wheel-drive system and exceptional performance, there are few places that you can’t reach. Lastly, it is powered by a naturally aspirated V12 engine – what’s not to like about that?

<img alt="Ferrari Purosangue Badge" src="/uploads/2024/05/Ferrari-Purosangue-Badge.jpg" style="width: 1280px; height: 720px;" />

If I ever win the lottery, the Purosangue would undoubtedly be the first modern Ferrari that I would place an order for. I can even imagine using it as my daily driver. Now, that’s a dream I can live with!

[tabs]

[tab title="Ferrari Purosangue"]

Engine: 6,496 CC / V12 / Dry Sump

Fuel: Petrol

Transmission: 8-Speed AT / All-Wheel Drive

Power: 715bhp @ 7,750rpm

Torque: 716Nm @ 6,250rpm

Price: ₹8 Crore (Ex-Showroom)

X-Factor:&nbsp;A Ferrari you can use every day &amp; even take off tarmac. 

<table cellpadding="1" cellspacing="1">
	<tbody>
		<tr>
			<td>
			Pros &nbsp;&nbsp; &nbsp;&nbsp;&nbsp; &nbsp;&nbsp;&nbsp; 
			•&nbsp; A 4-door

			•&nbsp; 4-Seater Ferrari!

			•&nbsp; Delight to drive

			•&nbsp; Much more practical
			</td>
			<td>
			Cons 
			• If you have to ask

			•&nbsp; You can’t afford it…
			</td>
		</tr>
	</tbody>
</table>

[/tab]

[/tabs]

Ferrari Purosangue Review: Prancing Off-Road

The SUV trend has even caught on with Ferrari, which is evident with the introduction of the Purosangue. However, does a Ferrari of this type make sense?

In today’s hypercar-loaded world, with only 612bhp and a relatively affordable price tag, the Ferrari Portofino M seems almost underpowered, and dare I say ‘economical’, for a prancing horse. But, once again, I ask the question that I asked when I drove the earlier Portofino – do you really need more?

‘Affordable’ is a relative term. But when the word is mentioned with a Ferrari, which happens very rarely, it becomes more relative than usual. Still, in today’s world of rising inflation, the Portofino M’s pricing, which starts at just under ₹4 crore, doesn’t sound too bad, especially if you look at the prices of the other products in Ferrari’s portfolio. But I digress; coming back to the point, way back in 2018 – when we could still travel without fear – I found myself in a tony boathouse in Dubai, staring at a fleet of Portofinos, which we were just about to drive.

The all-round Ferrari

Since it was Ferrari, and Dubai, we had a police escort with us, who politely told us that we could push our cars only on certain sections of the highway – above the strictly enforced speed limit – and the lead car would tell us when we could do that. <a href="https://www.autox.com/reviews/car-reviews/ferrari-portofino-review-first-drive-103946/">And having spent that day with the Portofino</a>, I came back marvelling at the car’s abilities. At least on Dubai’s well-paved roads, the ride was very comfortable. It was a spacious two-seater, with all the toys you need, and more than that, it was a hardtop convertible. This meant that you could close the top during the day to enjoy the excellent air-conditioning, and you could open the top and enjoy the convertible experience in the evening. Pair all this with more performance than you need, a top speed of over 300km/h, a beautiful design, and an engine that not only loved to sing but also rev, and you’d know why I was left wondering if you’d ever need anything more than the Portofino, especially in a country like India. After all, it was a usable Ferrari, with the advantages of a convertible and the sweet pitch of a sonorous V8. Not to mention the excellent value for money, relatively speaking, of course.&nbsp;

So, when Ferrari New Delhi called to ask if we would like to drive the updated Portofino M, I naturally jumped at the opportunity.&nbsp;

<img alt="Ferrari Portofino M Front Full View Static" height="720" src="/uploads/2022/01/Ferrari-Portofino-M-Front-Full-View-Static.jpg" width="1280" />

Nip-and-Tuck

If you’re a Tifosi, you’ll know it already, but I’ll mention it anyway. The ‘M’ in the Portofino M stands for ‘Modificata’. Is it just me or do even mundane words sound fantastic in the Italian language? I mean Jaguar XK ‘Modified’ simply doesn’t have the same ring to it, does it? Coming to the actual modifications, visually, the update is rather mild. There are some changes to the front bumper, with more aggressive air dams and aerodynamic enhancements, featuring new vents, which now flow into the side vents on the Portofino’s front fenders. The rear of the car also gets a new bumper, and the rear diffuser has been completely redesigned – it can now also be had in carbon fibre. Personalisation, of course, is a big part of owning a Ferrari – customers often actively spend considerable time and money in customising their cars. Ferrari’s merchandise sales are also a huge part of their business, but that’s a story for another day.

<img alt="Ferrari Portofino M Dashboard Insignia" height="720" src="/uploads/2022/01/Ferrari-Portofino-M-Dashboard-Insignia.jpg" width="1280" />

More Power

Most of the changes in the Portofino focus on the engine and the driving dynamics of the car. Now, I, for one, wasn’t able to think of many ways to improve the older Portofino, but if the boffins at <a href="https://www.autox.com/new-cars/ferrari/" target="_blank">Ferrari</a> wanted to improve it further, who am I to complain? The biggest change, of course, is an all-new 8-speed gearbox, which replaces the older 7-speed unit. It is an oil-bathed dual-clutch unit, capable of handling the extra power and torque of the updated engine. Now, coming to the engine – and oh, what an engine it is! – debuting in the 488, it has won the ‘International Engine of the Year’ award four times consecutively.

<img alt="Ferrari Portofino M Engine" height="720" src="/uploads/2022/01/Ferrari-Portofino-M-Engine.jpg" width="1280" />The 3.9-litre twin-turbocharged V8 of the Portofino is one of the finest engines being manufactured today. And with its crackling red finish, it looks drop-dead gorgeous too.

No need to mention, then, that it’s no slouch – it produces 612bhp and a sizable 760Nm of torque and maintains a redline of 7,500rpm. The moment you fire the engine, you can feel its aggressive nature, not to mention the sweet pitch of its beautiful V8 sound. But the true amazement lies in the dual nature of the engine and its power delivery. With the manettino dialled to comfort, you can use this car every day for your regular commute – it cruises with just a slight rumble and has no problems in terms of handling urban traffic or low-speed cruising. But when you flex your right foot, the engine really changes character. Revs rise like there is no tomorrow, and the power delivery is simply mind-blowing. In fact, having driven many turbocharged cars over the years, my first remark after driving both Portofino’s was regarding the fact that they have zero turbo lag and almost feel naturally aspirated. And that’s because Ferrari has made an active effort to make sure that turbo lag doesn’t exist in its engines, and it shows.

<img alt="Ferrari Portofino M Steering Wheel" height="720" src="/uploads/2022/01/Ferrari-Portofino-M-Steering-Wheel.jpg" width="1280" />

Now, in terms of performance, the stats speak for themselves – it can dismiss the 0 – 100km/h sprint in under 3.5 seconds and has a top speed of over 320km/h. That said, to understand or even get an idea of what this car is all about, you really have to experience it first-hand. That explosive acceleration, that evocative soundtrack, and that luxurious feeling of being wrapped around in the finest Italian leather – well, life rarely gets better than that. And, coming to the usability, you can certainly drive the Portofino in India’s heat, the air-conditioning and engine cooling systems are more than up to the mark to handle our conditions, and even the suspension, despite the 20-inch wheels, is reasonably comfortable. And without the hyperactive nature of some of its bigger siblings, the Portofino seems better suited to Indian conditions.

<img alt="Ferrari Portofino M Front Dynamic Dead On" height="720" src="/uploads/2022/01/Ferrari-Portofino-M-Front-Dynamic-Dead-On.jpg" width="1280" />

Do you need more?

On a side note, while growing up, the Ferrari 575M Maranello was like a holy grail for me. It featured a 533bhp V12 and was the Cavallino brand’s flagship of regular road cars. And just 20 years later, an entry-level car of the range now has more power than that. Besides, the current flagship has nearly twice as much power. So, when a Luddite tells you that cars haven’t progressed over the years, show them these stats. Moreover, today, Ferrari’s line-up comes with a 7-year maintenance plan – now, that’s called having confidence in your products.

Of course, I am a firm believer of the age-old adage that ‘there’s no such thing as too much power,’ but the Portofino M really does beg the question – do you really need its bigger siblings? I understand the appeal of the SF90 or even the sublime figures of the 296, but to be honest, given its convertible appeal, cruising nature, and sublime performance, the Portofino M is more than enough for most of those who can afford it.

[tabs]

[tab title="Ferrari Portofino M"]

Engine: 3,855cc / V8 / Twin-Turbocharged

Fuel: Petrol

Transmission: 8-Speed Automatic / Dual-Clutch / Rear-Wheel Drive

Power: 612bhp @ 5,750 – 7,500rpm

Torque: 760Nm @ 3,000 – 5,750rpm

Price: ₹3.93 Crore (Ex-Showroom)

X-Factor:&nbsp;Ferrari’s entry-level supercar is everything you need and more! 

<table cellpadding="1" cellspacing="1">
	<tbody>
		<tr>
			<td>
			Pros &nbsp;&nbsp; &nbsp;&nbsp;&nbsp; &nbsp;&nbsp;&nbsp; 
			•&nbsp; Practical for a Ferrari 
			•&nbsp; Engine
			</td>
			<td>
			Cons 
			• Expensive 
			•&nbsp;Attention magnet
			</td>
		</tr>
	</tbody>
</table>

[/tab]

[/tabs]&nbsp;

Read more:

<a href="https://www.autox.com/news/car-news/ferrari-portofino-m-debuts-with-611bhp-on-tap-108417/">Ferrari Portofino M debuts with 611bhp on tap</a>&nbsp;

<a href="https://www.autox.com/reviews/car-reviews/ferrari-gtc4lusso-t-portofino-review-first-drive-107331/">Ferrari GTC4Lusso T &amp; Portofino Review: First Drive</a>

Ferrari Portofino M Review: First Drive

In today’s hypercar-loaded world, with only 612bhp and a relatively affordable price tag, the Ferrari Portofino M seems almost underpowered, and dare we say ‘economical’, for a prancing horse. But, do you really need more?

A ‘Bombay Roma’ has a nice ring to it, doesn’t it? The Prancing Horse serves one up like no other...&nbsp;

I looked up and saw the sky laden with heavy grey clouds, a blanket of darkness announcing its gloomy intentions as explicitly as possible, and I knew that the day was going to be quite dramatic. But it wasn’t just the weather that would make it so, it was in fact my ride of the day. After all, it’s not every day that you find yourself outside a <a href="https://www.autox.com/new-cars/ferrari/">Ferrari</a> dealership at 6:30 am waiting to get your hands on the new <a href="https://www.autox.com/new-cars/ferrari/roma/">Roma</a>. Usually, my mornings are marked by an arduous battle with my phone’s alarm – one that I win after considerable effort. But not that day. It’s funny how a Ferrari can make you feel overjoyed about doing things that you’d otherwise resent because – and there’s no better way to put it – it’s a Ferrari.

<img alt="Ferrari Roma Side View Static" height="720" src="/uploads/2021/08/Ferrari-Roma-Side-View-Static.jpg" width="1280" />

Old Meets New&nbsp;

Enzo Ferrari once said, ‘I don’t sell cars; I sell engines. The cars I throw in for free since something has to hold the engines in.’ Now, statements like these would make you believe that Ferrari cares less about design and more about performance, but there is no doubt that it has always exemplified the best of Italian style.&nbsp;

And the new Roma is another fine example of the said Italian style from Maranello. It’s a seamless blend of classic GT design cues and a good dose of modernity. In fact, it seems the 250 GT Berlinetta was lurking in Flavio Manzoni’s subconscious as he sketched the Roma. The curvaceous lines, long bonnet, rear-set cab, and wide haunches are reminiscent of the iconic Ferrari. Meanwhile, the sharp front-end with a cheese-grater grille and a prominent splitter give it a shark-like nose, which looks very contemporary and modern. The rear of the car is new-age all the way – just look at that pinched boot lid and neatly integrated active spoiler. And to wrap it up with a fun fact, the Roma is the first Ferrari since the 348 to not sport a circular taillight.

<img alt="Ferrari Roma Interior" height="720" src="/uploads/2021/08/Ferrari-Roma-Interior.jpg" width="1280" />

Cockpit Closeup

The Roma’s cabin is a piece of art in itself. The interior looks properly futuristic, right from the twin-capsule layout of the interior to the human-machine interface, which is Ferrari’s term for dual-screen layout, borrowed from the SF90 Stradale. While the Roma’s interior is surely digitally dominated, Ferrari hasn’t completely obliterated some of its old-school signature traits. The instrumentation still has that instantly recognisable yellow tachometer, and it’s great that the Manettino dial continues to be mechanical too.&nbsp;

Now, if there’s one claim that Ferrari can be challenged about, it’s that the Roma is a 2+2 offering because the rear seat is just not spacious enough – not even for kids. But then a Ferrari is not, and has never been, about the rear seat experience.&nbsp;

<img alt="Ferrari Roma Engine Shot" height="720" src="/uploads/2021/08/Ferrari-Roma-Engine-Shot.jpg" width="1280" />

612 Prancing Ponies&nbsp;

Ferrari’s 3.9-litre V8 bi-turbo is a sensational motor, which has won several accolades over the years. So, it’s no surprise that it finds its way into a lot of Maranello’s monsters. We’ve previously tested it in the Portofino, GTC4Lusso T, and the 488 GTB. And now, it has taken the responsibility of powering the new Roma as well. And it’s really interesting to see the way this engine has evolved over the years. 
&nbsp; 
The V8 bi-turbo in the Roma gets several core changes like revised cam profiles, a speed sensor that allows the turbo to revolve faster and more. And then there is the flat-plane crankshaft, which, Ferrari claims, ensures zero lag. Given the fact that our drive was going to be quite short, I wanted to experience the Roma in its most unadulterated form, which meant that the first thing I had to do was set the Manettino to Sport, and that’s exactly what I did.&nbsp;

The Roma makes 612 horses (20bhp more than the Portofino), and each one of those eagerly came to work the moment I hit the accelerator pedal. Ferrari claims that the Roma can fly past the 100km/h mark in just 3.4 seconds – a claim we were not able to test, but then we don’t have any reason to doubt it either.&nbsp;

Our short drive was on an extremely wet day in Mumbai, and I could feel the Roma just wanting to step out and show me how well it can move its beautifully crafted backside. And it wasn’t just all talk; it walked the walk too and gave me a cursory glimpse of what it’s capable of. And then the electronics intervened to ensure that I don’t scare myself silly. All this when I wasn’t even touching the surface of its performance pit. And then I knew I couldn’t plough any deeper. Not today, not on the busy streets of Mumbai. So, I hesitantly switched to Comfort mode as I approached a slightly uneven and crowded stretch of the road.

<img alt="Ferrari Roma Rear Quarter Static" height="720" src="/uploads/2021/08/Ferrari-Roma-Rear-Quarter-Static.jpg" width="1280" />

The Roma packs quite a surprise in this mode too. It offers quite a comfortable drive experience, especially for a sportscar. When I drove the GTC4Lusso T a few years back, I was pleasantly surprised with its ride quality. The Roma not only comes pretty damn close to that but even betters it in some ways. Even the engine and the transmission ease down and go about their business in a rather unsuspecting manner. The car upshifts sooner and exhaust feels relatively muted, making it as inconspicuous as it is possible for a Ferrari to be – the British Racing Green further adds to that effect. While the Roma can be savage in its performance and handling, it can as easily transform into an innocuous pet when you want it to be. And it’s this aspect of the car that makes it suitable for your daily drive – pretty unusual for a Ferrari, isn’t it?

Like all good things, my encounter with the Roma too came to an end a lot quicker than I had anticipated. But there is no denying that the drive itself was soul-stirring in every way imaginable. Given the brevity of my drive, I wasn’t able to experience every aspect of the Roma, but it was nevertheless an experience like no other – one that I will cherish for a long time to come. After all, some things in life are really priceless, aren’t they? &nbsp;&nbsp;

[tabs]

[tab title="Ferrari&nbsp;Roma"]

Engine: 3,855cc / V8 / Twin-Turbo

Fuel: Petrol

Transmission: 8-Speed Dual Clutch / Rear-Wheel Drive

Power: 612bhp @ 5,750 – 7,500rpm

Torque: 760Nm @ 3,000 – 5,750rpm

Price: ₹3.76 Crore (Ex-Showroom)

X-Factor:&nbsp;A perfect reimagination of the old-school Ferrari GTs. 

<table cellpadding="1" cellspacing="1">
	<tbody>
		<tr>
			<td>
			Pros &nbsp;&nbsp; &nbsp;&nbsp;&nbsp; &nbsp;&nbsp;&nbsp; 
			• Phenomenal design

			•&nbsp;Incredible performance
			</td>
			<td>
			Cons 
			• Practicality
			</td>
		</tr>
	</tbody>
</table>

[/tab]

[/tabs]

Read more:

<a href="https://www.autox.com/news/car-news/ferrari-roma-launched-in-india-108976/">Ferrari Roma launched in India</a>&nbsp;

<a href="https://www.autox.com/quattroruote/ferrari-roma-first-impressions-108548/">Ferrari Roma: First Impressions</a>

Ferrari Roma Review: First Drive

While the Roma can be savage in its performance and handling, it can just as easily transform into an innocuous pet when you want it to be. And it’s this aspect of the car that makes it suitable for your daily drive – pretty unusual for a Ferrari, isn’t it?

It might be the entry point into the vaunted world of the prancing horse, but the new Portofino packs an iron fist with its turbocharged V8 engine and classic Italian design. And with an increasing number of people looking to buy their first Ferrari, does the Portofino offer them a true supercar experience? Ishan finds out.

70 percent – that’s not a small percentage of any equation. In this case it signifies over two-thirds of first-time Ferrari customers, and their choice to opt for Ferrari’s erstwhile entry-level machine, the California – the predecessor to the Portofino. In favour of transparency, let me admit upfront that I was never a fan of the California – despite its vast commercial success. The design seemed a bit too timid – and, honestly, what’s the point of a Ferrari without styling that makes you lust after it? Especially when you consider siblings like the 458 Italia and the F12, which are pure poetry in design.

<img alt="Ferrari Portofino Front Three Quarter" src="/uploads/2018/06/Ferrari-Portofino-Profile.jpg" style="width: 642px; height: 336px;" />

The everyday Ferrari 
But, like I said earlier, when one puts on an accountant’s spectacles, the California was an unprecedented success. It opened up the Italian marque to an altogether new customer base, and with 70% of customers buying the California as their first Ferrari, it created a very promising future for the Italian brand. More importantly, it demolished the perception that Ferrari’s aren’t cars that can be daily-driven. And, in this way, it added a new angle of practicality for the brand. Naturally, then, the successor to the California has quite a mountain to climb to meet these sales expectations – and, for me at least, correct the shortcomings of the California.

Time for the Portofino to make its entrance then. And I have to say, with my first look at the Portofino in the metal, I could see that the new car was a different beast altogether. The biggest change, of course, is in the styling – with the Portofino ditching the diminutive look of the California for a flowing, rather Italian, design language that looks much more like a traditional Ferrari. Out goes the stubby boot and oddly shaped headlights for a much more conventional swooping long bonnet, with a far more proportionate rear end too. Of course, there are lots of scoops, cuts and aerodynamic crevices all over the bodywork to help the Portofino maintain its aerodynamic performance at high speeds. Needless to say, the Portofino, in my eyes at least, is a classically beautiful Ferrari – especially with its hard-top roof folded.

<img alt="Ferrari Portofino Steering Wheel" src="/uploads/2018/06/Ferrari-Portofino-Interior.jpg" style="width: 642px; height: 336px;" />

Lighter &amp; faster 
But the beauty of the Portofino isn’t just skin deep. With Ferrari choosing to give it a full mechanical overhaul too, the new car has lost over 80kgs compared with the California. It also has more chassis stiffness for better performance. Of course, considering this is a Ferrari, there has to be additional horsepower too – and so the Portofino features a revised version of the 3.8-litre turbocharged V8 engine, but, in this trim, the engine produces 592bhp – an improvement of 39bhp over the California. Power is transferred to the road via a 7-speed DCT gearbox, which features a third-gen electronic e-differential as standard.

Of course, figures and stats are all well and good, but the proof of the pudding lies in the eating – and so to test those claims, we hit the highways of Dubai to head towards the Hatta Dam near the Oman border. And it’s when driving on the wide, open highways of the Middle East that you get to sample the true potential of a Ferrari engine. To give praise where it is due, the 3.8-litre twin-turbo V8 has one of the highest specific power output engines in the world today – with a staggering 154bhp per litre – and yet, unlike most turbocharged engines, the Ferrari V8 has virtually no lag to speak of. A true marvel of engineering, the engine delivers an unbelievable amount of power at virtually any rpm or gear, and the Portofino shoots forward without even a micro second’s delay when pressed on. The tractability of the power band is something that has to be experienced to be believed, and the Portofino’s throttle response beggars belief.

<img alt="Ferrari Portofino Instrument Cluster" src="/uploads/2018/06/Ferrari-Portofino-Audio-Control.jpg" style="width: 642px; height: 336px;" />

Sports car &amp; grand tourer 
Contributing to this impressive performance is the 7-speed DCT gearbox that delivers instantaneous shifts regardless of which mode it’s in. And while this might only be the second application of an electric steering rack in a Ferrari, it nevertheless works extremely well – delivering copious amounts of communication with an incredibly sharp response. The suspension too deserves praise, as the Portofino rides very well at regular speeds. Even on some bad roads that we encountered on our way, the suspension soaked up the bumps without a worry. And yet the Portofino hugs the road at high speed, no doubt helped by its excellent aerodynamics. In fact, if you’re just looking to cruise at a sedate pace in comfort mode, with the exhaust in its silent setting, the Portofino makes for a rather nice grand tourer – offering the option of covering hundreds of miles every day without any stress whatsoever.

But, not everything is perfect with the Portofino. For instance, while Ferrari claims the car is a 2+2, honestly, only young children would be comfortable in the rear seats. Secondly, while the hard-top folding roof works very well, when folded, it severely compromises boot space on long journeys.

<img alt="Ferrari Portofino Instrument Cluster" src="/uploads/2018/06/Ferrari-Portofino-instrument-cluster.jpg" style="width: 642px; height: 336px;" />

However, when you look at it from the point of view of a typical Ferrari buyer, these are small issues. Someone buying a Ferrari as a daily driver always has access to other cars for the purposes of long-distance travel. More importantly, no matter whether you’re trying to buy your first or your seventeenth Ferrari, the Portofino makes a very strong case for itself. It’s a beautifully designed car that works well, both as a coupe and a convertible, and despite having ‘only’ 592bhp – it’s an entry-level Ferrari, after all – it’s more than capable of satisfying your performance pangs, with the 200km/h mark coming up in just 10.8 seconds.

And, of course, there’s the beautifully crafted interior, with its superbly supportive seats and easy to use multimedia system that makes life easier. A special mention must also go to the air conditioning system – despite Dubai boiling at 43-degrees Celsius – the air conditioning kept us very cool throughout the drive. Of course, it doesn’t get cooler than cruising in a Ferrari, but that’s another matter. &nbsp;

<img alt="Ferrari Portofino Rear Three Quarter Motiion" src="/uploads/2018/06/Ferrari-Portofino-Rear-Three-Quarter-Motiion.jpg" style="width: 642px; height: 336px;" />

With all these qualities, then, the Portofino makes a very convincing case for itself as the entry-level supercar of choice for the uber-rich. It’s got the looks, the performance, and, of course, it has conceivably THE most desirable badge in history. The most important thing form our perspective is that this is an Italian supercar that you can actually use comfortably in India. The only fly in the ointment here, of course, is the fact that most of those amongst us lusting after the Portofino will never be able to afford one. However, the ones that can, and do buy one, well, they’ll be making a very satisfying choice indeed – and I shall be quite jealous of them.

https://www.youtube.com/watch?v=1oz3saNthyw

[tabs]

[tab title="Ferrari Portofino"]

Engine:&nbsp;3,855cc / 90-degree V8 / Turbocharged

Fuel: Petrol

Transmission:&nbsp;7-Speed Dual Clutch Automatic / Rear-Wheel Drive

Power: 592bhp @ 7,500rpm

Torque: 760Nm @ 3,000-5,250rpm

X-factor:&nbsp;It’s gorgeous, it’s scary fast and it’s a proper Ferrari. Life rarely gets better!

<table cellpadding="1" cellspacing="1">
	<tbody>
		<tr>
			<td>Pros &nbsp;&nbsp; &nbsp;&nbsp;&nbsp; &nbsp;&nbsp;&nbsp; 
			• Beautiful design 
			• Explosive power delivery 
			• Flawless gearbox 
			• Drop-top functionality</td>
			<td>Cons 
			• Not exactly affordable 
			&nbsp;</td>
		</tr>
	</tbody>
</table>

[/tab]

[/tabs]

Ferrari Portofino Review, First Drive

It's lithe, exceedingly fast, super-luxurious and it wears the Ferrari moniker. This is the Ferrari Portofino. So, is the Portofino as enticing as its sportier siblings? We find out.

Is a ‘regular’ Ferrari too tame for you? Do you normally get out of a 488 GTB yawning? If so, say hello to the Pista…

The car that you see here is the most powerful V8 in Ferrari’s history. And that’s saying something, considering that they’ve had their fair share of powerful V8s in the past. Arguably the first hypercar, the F40 of 1987 – the last Ferrari developed under the watch of Enzo Ferrari (or il Commendatore, as he was known), before his death in 1988 – had a 2.9 litre twin-turbo V8 that produced 478bhp. At the time, it was thought that cars would never get any faster. They thought wrong!

The 2003 360 Challenge Stradale had 420bhp, the 2007 F430 Scuderia: 500bhp, the 2013 458 Speciale: 600bhp, and now the 488 Pista – it’s 3.9-litre, twin-turbo V8 produces (wait for it) 711bhp and 770Nm of torque. That’s 50 horses and 10Nm more than the 488 GTB. Clearly, this is a car for those of you who normally get out of a 488 GTB yawning.

100km/h comes up in just 2.85 seconds – versus a ‘leisurely’ 3 seconds in the GTB! 200km/h comes up in a staggering 7.6 seconds. Needless to say, this car is nothing if it isn’t fast. Fitting, I suppose, since it does have the word ‘racetrack’ in its name. Pista means track in Italian in case you haven’t figured that out already.

<img alt="Ferrari 488 Pista Engine" src="/uploads/2018/06/Ferrari-488-pista-engine-photo-1.jpg" style="width: 642px; height: 336px;" />

So, how did they do it?

Well, they started by shaving a full 90 kilograms off the GTB. 18kgs of that comes from the engine alone. Incredible amounts of inspiration have been taken from the 488 GTE and Ferrari Challenge race car – that’s the WEC (World Endurance Championship) racer and the Ferrari one-make series contender respectively.

Let’s start with the body. At the front, there’s a carbon fibre bonnet and bumper. It also has a lithium battery, like the GTE race car. You get the option of a set of carbon fibre rims. The level of detail is such, in fact, that there’s a special coating on the inside of the rims that was originally developed for the aerospace industry – in this case, it’s there to help dissipate the heat generated during braking.

At the rear, there’s a carbon fibre spoiler – a larger one than on the GTB – as well as a carbon fibre rear bumper and diffuser (another item swapped in from the GTE). In the engine bay, 50% of the components are new. Keep in mind that the 488 GTB motor has already won the International Engine of the Year award for the last two years running. This one, meanwhile, has recently claimed the 2018 crown.

<img alt="2018 Ferrari 488 Pista Rear Three Quarter" src="/uploads/2018/06/Ferrari-488-pista-rear-three-quarter.jpg" style="width: 642px; height: 336px;" />

The air intakes for the engine have been moved from the flanks on either side of the car to the rear spoiler area, where the intake is directly connected to the plenums. The entire intake is more compact, thanks to a reduced plenum volume and shortened runner length. The con-rods are now titanium – like the race car – and the flywheel and crank have been lightened too. Not only does this mean lower weight and more power, but faster revs too. And boy are the revs fast!

The exhaust manifold is made of Inconel pipes, as opposed to cast iron in the GTB – another component swiped from the race car parts bin. Of course, this means that it’s lighter and unlocks more power, but it also means that it helps with the exhaust note. As one of the Ferrari engineers said, “we always want our engines to make a ‘sound,’ not a ‘noise.”

<img alt="Ferrari 488 Pista Front Three Quarter Motion" src="/uploads/2018/06/Ferrari-488-pista-action.jpg" style="width: 642px; height: 336px;" />

Turbo lag – what’s that?

The only sense that you get that this is a turbocharged engine is because you hear the turbos spooling up every now and then. Other than that, Ferrari’s variable torque management system ensures that this motor feels entirely like a naturally aspirated engine. That means you get continuously increasing acceleration in every gear. You reach max torque at 3,000rpm in top gear. You reach max power – i.e. all 711bhp worth – at the absolute redline of 8,000rpm. As a result, the power is constant – not to mention instant. And it just doesn’t taper off until you reach the redline. The revs build so unbelievably fast that I actually hit the redline while lapping the Ferrari test track at Fiorano – but more on that later. Suffice to say, you really do have to recalibrate your brain to keep up with the ferocity of this motor.

The only thing that can match the motor, fortunately, is the transmission. This dual-clutch 7-speed feels like the best gearbox ever made – plain and simple! It’s so responsive that it feels telepathic. You merely think about a gear change, and it’s there. And I absolutely love the massive paddles that are fixed to the steering column. It’s useful that they’re so accessible, because you find yourself using them a lot more than you would imagine. For the simple reason that, under hard acceleration, the motor revs so quickly that you’re constantly flicking the right paddle. While, under deceleration, it stops with even more urgency – so you find yourself hurriedly banging down the gears under heavy braking.

<img alt="Ferrari 488 Pista Rear Dynamic" src="/uploads/2018/06/Ferrari-488-pista-rear-dynamic.jpg" style="width: 642px; height: 336px;" />

Stops as well as it goes 

The brake booster has been borrowed – yup, you guessed it – from the 488 GTE racer. As a result of which, the brake pedal has quite limited travel and is very firm. But somehow, it’s progressive at the same time. And the levels of grip are so intense that it’s only really under hard braking that you get some sense of the sheer adhesion provided by the Michelin Pilot Sport Cup 2 tyres. Michelin spent two years developing these tyres with Ferrari. They’ve got massive tread block on the shoulders – making them look almost like semi-slicks. But Michelin insists that wet grip isn’t hampered, since they’ve also developed a brand-new compound for this tyre that ensures not only more grip but also most stability – better enabling the tyre to evacuate water when needed.

Well, we were about to put that theory to the test. After spending a couple of hours pootling through the small towns and villages around Maranello, not to mention racing through the switchbacks in the hills around the Ferrari factory, it was finally time to put the Pista where it belongs – on the track!

<img alt="Ferrari 488 Pista Dynamic Low Angle" src="/uploads/2018/06/Ferrari-488-pista-dynamic-low-angle.jpg" style="width: 642px; height: 336px;" />

Wait, what about the aerodynamics?

We can’t get to what the Pista actually feels like on the track without mentioning the level of work that’s gone into the aero development. Just like tyres, this too is a black art – not only do you have to ensure extra downforce, but you also have to eliminate the additional drag that it generates in order to maintain overall aerodynamic efficiency. In addition to that, you also have to ensure good thermal management – for which airflow can play a vital role.

To start with, the defining feature of the Pista is its rather conspicuous S-duct in the front of the car. This is a Formula 1-derived, Ferrari patented technology that’s being used on a road car for the first time. Essentially, there’s a small front wing that creates a low-pressure area at the front of the car. This accelerates the air into a duct that then directs it to the top of the bonnet and over the front of the car – generating additional front downforce, with no penalty in terms of drag.

There are also two massive radiator openings on the front of the car. The radiators themselves are raked rearwards like they are in the 488 GTE race car – rather than placed front facing, as they are on the 488 GTB. This not only improves cooling efficiency by 10%, but also leads to power gains because the hot air from the radiators no longer interferes with the intercooler intakes on the flanks. In fact, believe it or not, 20% of the 50 horsepower increase comes from better thermal management.

At the back, the massive diffuser has three active flaps that stall the diffuser when the additional downforce isn’t needed – thereby limiting drag. At speeds of around 120km/h, or under load, the flaps activate the diffuser and create additional rear downforce.

But, how does this all work in practice?

<img alt="Ferrari 488 Pista at BIC" src="/uploads/2018/06/Ferrari-488-pista-fiorano-test-track-review.jpg" style="width: 642px; height: 336px;" />

Finally, the track 

We were to start with two laps around the circuit with Raffaele De Simone behind the wheel – Ferrari’s very unassuming official test driver. Now, I’ve been in plenty of fast cars with a lot of very quick drivers, but this was another level of intense. As Rafa hit the gas, it was as though my heart attempted to escape from my ribcage. Even though I had experienced it on the road, on the track, initially, everything takes you by surprise – the acceleration, the braking, and especially the lateral grip.&nbsp;&nbsp;&nbsp;

Rafa then attempted to demonstrate Ferrari’s latest party trick – Ferrari Dynamic Enhancer or FDE, as it’s called. With the Manettino set to CT-Off, FDE kicks in to make you look like a hero. Instead of behaving like a traditional electronic stability system that engages the minute it detects slip – either by cutting power, or by activating the brake, or both – and thereby slowing you down, FDE engages sooner and more progressively, allowing you to perform a heroic powerslide at the exit of corners without letting you know that it’s cut in at all. It’s almost like it modulates the throttle for you – enabling you to be as quick as possible while exiting corners. Of course, if your inputs are especially ham-fisted or abrupt, it’ll cut in just as abruptly to ensure that you don’t overcook it.&nbsp;

<img alt="Ferrari 488 Pista Track Test" src="/uploads/2018/06/Ferrari-488-pista-track-test-wet.jpg" style="width: 642px; height: 336px;" />

But, what about in the wet?

Right, Rafa’s impressive demo over – it was finally my turn! Except, nature was lying in wait too. As we got out of the car, it was as though the clouds had really sprung into action. Rafa – suddenly in a very Zen-like state – put his hand out, and after a few meditative moments declared that we had no more than ten minutes before the rain came. As it turned out, he was bang on the money. The downpour began, literally, as I strapped myself into the driver’s seat.

So, with a big gulp, and with the wipers on their fastest setting, I headed out – full of trepidation – with the Michelin engineer’s words ringing in my ears. I was hoping against hope that he was right, and that wet grip wasn’t compromised. By the time I completed my sighting lap, it was as though we were in the middle of a tropical storm – I kid you not!

The first half of the circuit wasn’t too wet fortunately. Nevertheless, I stayed off the kerbs and the white lines, which tend to be the most slippery in the rain. Slowly, I built up my confidence – until I got to the second half of the lap that is. I missed the apex at the hairpin, and, as I tried to power out, found myself aquaplaning in a straight line – the track was now literally under water. As I got back onto the main straight and attempted to put the power down, the Michelins – new compound and all – were utterly helpless.

The back end snapped. I gave it a full dose of opposite lock in the hope of straightening it out again. As I waited for the back end to come swinging back the right way, I was preparing to catch it from becoming a proper tank slapper, when the electronics kicked in and simply straightened out the car like nothing had ever happened. Needless to say, I was amazed and relieved in equal measure. The next lap too, I was struggling to put the power down in a straight line. Eventually, I thought better of it and called it quits – hoping that the rain would let up sooner rather than later.

<img alt="Ferrari 488 Pista Maranello Test Track" src="/uploads/2018/06/Ferrari-488-pista-maranello-test-track.jpg" style="width: 642px; height: 336px;" />

Sun shines again&nbsp;&nbsp;&nbsp; 

Fortunately, it did. And I did get my two laps in the dry. And what a set of laps they were. Of course, after my previous outing, there was still a bit of trepidation. So, I was cautious. But not so much that I couldn’t revel in the speed, grip and composure of this incredible machine.

One of Ferrari’s aims was to make this car approachable at the limit – make it easy to drive and fun to push to its extremes. Well, I can safely say that they’ve achieved this objective. Speed is a simply a non-issue in this machine. It’s just there – anytime you want it. But what’s also there is a predictability and composure that very few machines possess at the limit.

This really does feel like a special edition, like a race car for the road. But it’s refined and usable at the same. Sure, they’ve even removed the glovebox to save weight, and they’ve put in washboard-hard seats and four-point harnesses to hold you in place on the tack, but, at the same time, it’s very enjoyable on the road as well.

<img alt="Ferrari 488 Pista Driving Shot" src="/uploads/2018/06/Ferrari-488-pista-driving-shot.jpg" style="width: 642px; height: 336px;" />

If I’ve complained, in the past, that modern supercars have become too clinical, I take it all back. Sure, this is clinical, but it’s just so fast that it’s worth it. Plus, it doesn’t isolate you and do everything for you. It works with you, it flatters you. More importantly, it allows you to play with it – and to approach its limits without hesitation. It truly is the forbidden fruit. Once you’ve tasted it, there’s simply no going back.

Frankly, I can’t imagine how a car could be better engineered than this. Is this the best car I’ve ever driven? At the risk of making that claim because the adrenalin is still gushing through my veins, I would have to say so.

There’s nothing more to say, then, is there? Except that it’ll be priced at 4.91 crores when it’s launched in November this year. So, you better start saving… or plotting, or whatever it is that you need to do to own one, because this could well be the pinnacle of the motor car as we know it!

https://www.youtube.com/watch?v=mwXl4FD2HRE

[tabs]

[tab title="2018 Ferrari 488 Pista"]

Engine:&nbsp;3,902cc / 32-valves / V8 / twin-turbo

Fuel: Petrol

Transmission:&nbsp;7-speed dual-clutch / Rear-wheel drive

Power: 711bhp @ 8,000rpm

Torque: 770Nm @ 3,000rpm

Acceleration: 0-100km/h – 2.85 seconds

Price:&nbsp;Rs 4.91 crore (ex-showroom

X-factor:&nbsp;The latest in a long line of very special V8 Ferraris. The ultimate race car for the road in the world at present.

<table cellpadding="1" cellspacing="1">
	<tbody>
		<tr>
			<td>Pros &nbsp;&nbsp; &nbsp;&nbsp;&nbsp; &nbsp;&nbsp;&nbsp; 
			• Sensational performance 
			• Incredibly engineered 
			• Extremely refined</td>
			<td>Cons 
			• Will only be experienced by a select few 
			&nbsp;</td>
		</tr>
	</tbody>
</table>

[/tab]

[/tabs]

Ferrari 488 Pista Review, First Drive

It's fast, loud, soulful, and yet isn't too clinical. Yes, the Ferrari 488 Pista is one of the fastest V8's in the world, and so it definitely brings out the driver inside you and screams to triple-digit speeds without hesitation. Full review here.

Striking to look at, music to your ears, fast enough to ensure that you lose your license in a flash, exquisitely engineered inside-and-out, and supremely desirable, the Ferrari GTC4 Lusso T is everything you expect from a Ferrari. Ishan spends a day driving it… the lucky git.&nbsp;

‘Tranquil’ is not really the word that comes to mind when all you’ve done for the day is drive a rather exciting Ferrari on some amazing stretches of tarmac. But, after an intense, but rather enjoyable, day of carving up some freshly laid mountain roads at Jebel Jais in the UAE – made even better by local police, who gave us free reign to speed up and down the mountain to our heart’s content – the return to a normal life feels rather tranquil. Perspective, I think, it’s called. So there I was, in the middle of the Al-Wadi desert, sitting in my private pool nursing a drink under the bright moonlight, waiting for my heartbeat to normalize from the adrenaline rushes I’d been experiencing all day courtesy of a particular V8 turbocharged Ferrari.

Steroid injection

Our flashback of this driving trip begins about 24 hours earlier, when I arrive in Dubai, waiting to – rather eagerly I might add – get my hands on the new Ferrari GTC4 Lusso T. Now, to the uninformed, the Lusso T is the more affordable version of Ferrari’s ‘versatile’ touring machine, albeit with a few catches. For one, it’s not powered by the traditional V12 engine common to Ferrari’s grand tourers, but by a version of the V8 engine powering the 488 GTB and the California T. However, that doesn’t mean that the Lusso T is short of horsepower by any stretch of imagination, as the 3.9-litre engine puts out a rather healthy 601bhp and a stupendous 760Nm of torque. And, unlike its V12 sibling, the Lusso T is rear-wheel drive only, which means that not only is it lighter, but also that it has a rearward bias in its weight distribution – with a 46:54 layout.&nbsp;

<img alt="Ferrari GTC4Lusso T Interior" src="/uploads/2018/01/Ferrari-GTC4Lusso-T-interior.jpg" />

Beauty is in the eyes of the…

A thorny aspect of the car though, for a lot of people and especially the tifosi, would be its looks. Since the GTC4 is at the more practical and grand touring end of Ferrari’s range, the silhouette is somewhat akin to what designers and enthusiasts like to refer to as a ‘breadbox.’ Or, as Ferrari like to call it, a shooting brake design. Regardless of how you refer to it, I personally think the GTC4’s styling works in many ways. Not only does the design render it increased practicality in the form of providing 2+2 seating – the rear seats are only suitable for young kids though – but also a rather usable boot. Plus, its distinctive design makes the car stand out – not only from the more ordinary traffic on the road but also from other sports and supercars as well. And sure, while the GTC4 might not be a classic Ferrari design, but it’s a striking design that you simply can’t ignore.&nbsp;

If there was one thing that stood out for me in the GTC4, it has to be the amount that Ferrari has improved its quality levels over the last decade or so. Whether it’s the shut lines on the body, interior surfaces or panel gaps, the Ferrari looks exquisite inside-and-out with virtually every surface and panel oozing quality and workmanship. Of course, the appeal of the interior is increased by the vast panoramic roof that pretty much encompasses the entire roof – I was so impressed, in fact, that it led me to break my cardinal rule of picture-taking etiquette by actually taking a selfie. But, I guess, exceptions can be made when you’re seated in a beautiful Ferrari.&nbsp;

Speaking of being seated in the Lusso, like all modern Ferraris, you sit facing a steering wheel that holds a number of controls on the wheel – such as the indicators, wiper switches, and more. This takes some getting used to, but it quickly becomes second nature once you spend some time driving the car.&nbsp;

<img alt="2018 Ferrari GTC4Lusso T Screen" src="/uploads/2018/01/Ferrari-GTC4Lusso-T-screen.jpg" />

And then there’s the steering. The GTC4 Lusso has what characterises Ferraris of the current era – a rather sharp steering rack, helped by a rear-wheel steering (4WS) system, which certainly takes some getting used to as the car reacts immediately and sharply to even the slightest steering inputs. As far as comfort goes, I do have to mention that, even on some of the broken roads that we encountered in the UAE – yes, such a thing exists – the GTC4 Lusso delivered quite a comfortable ride with its Magnaride SCM-E damper control system, cleverly masking uncomfortable thumps without transmitting them into the cabin.&nbsp;

Razor’s edge

Sharp responses are something that are pretty much the hallmark of the GTC4 Lusso – from the design to the steering, from the super-quick shifting gearbox with its massive gearshift paddles mounted behind the steering to, the sharpest of them all, the throttle pedal! Simply put, the 3.9-litre engine in the GTC4 Lusso gives you no clue of it being turbocharged. When asked, the engine response is instant – turbo lag is clearly something the engineers at Ferrari have never heard of – and the roar from the engine and exhaust is classical Ferrari, courtesy of the engine’s flat-plane crankshaft. The V8 engine uses Variable Boost Management, which provides higher boost further up the rev range – thank to which Ferrari can choose longer gear ratios, which contributes to better fuel efficiency.&nbsp;

As I squeezed the throttle of the GTC4 Lusso T with my foot flat to the floor, the car gently slithered its rear-end from side-to-side, and all the while the E-Diff (the electronic differential) tried to find the maximum traction for the gobs of power spewing out from under the bonnet. Fuel efficiency was the last of my concerns. After all, if you can afford the GTC4 Lusso, you probably aren’t too concerned with things that are so mundane as efficiency. What you will find with this Ferrari, however, is just how usable and comfortable it really is. This is a car with which to cross continents – at a rapid pace of course. That, in a nutshell, describes the GTC4 Lusso T for me. Capable of touring hundreds, even thousands of kilometres with four occupants in great comfort, all the while delivering what is quintessentially the traditional Ferrari experience. Unfortunately for me, though, it was time to get back to normal life and return to my diesel-hatchback for the daily commute. That’s the other side of perspective, I suppose. &nbsp;

<img alt="Ferrari GTC4Lusso T Rear Three Quater" src="/uploads/2018/01/Ferrari-GTC4Lusso-T-rear-three-quarter.jpg" />

[tabs] 
[tab title="Ferrari GTC4Lusso T"]

Engine: 3,855cc / 90-degree V8 / Turbocharged&nbsp;

Fuel: Petrol

Transmission: 7-Speed Dual Clutch Automatic / Rear-Wheel Drive&nbsp;

Power: 601bhp @ 7,500rpm

Torque: 760Nm @ 3,000-5,250rpm

Price: Rs.4.2 crores (Ex-showroom, Delhi)

X-factor: 600+ bhp, seating for four and fantastic quality. Plus, it’s a Ferrari. What’s not to love?

<table cellpadding="1" cellspacing="1" style="width: 100%; font-size:14px;">
	<tbody>
		<tr>
			<td style="font-size:14px;">Pros 
			• Insane power delivery 
			• Fantastic quality 
			• Practical for a supercar</td>
			<td style="font-size:14px;">Cons 
			• Not exactly affordable 
			• Polarising design&nbsp;</td>
		</tr>
	</tbody>
</table>

[/tab]

[/tabs]

Ferrari GTC4Lusso T Review, First Drive

Striking to look at, music to your ears, fast enough to ensure that you lose your license in a flash, exquisitely engineered inside-and-out, and supremely desirable, the Ferrari GTC4 Lusso T is everything you expect from a Ferrari. Ishan spends a day driving it… the lucky git. 

Jared undergoes a life-altering experience as he pilots a Ferrari 488 GTB around the legendary Daytona International Speedway.

I remember the first time I drove a car. I must have been around 12 years old, and I really didn’t care what it was as long as I could get behind the wheel of anything. The excitement of just being in the driver’s seat overshadowed everything else, and I couldn’t care less if it was a tiny hatchback, a minivan or a busted old Gypsy. That kind of passion for driving is what I miss sometimes.

My passion for motorcycles surpassed my love for cars when I first started working at autoX, as the adrenaline rush that I got from riding some of the fastest litre-class sports bikes and hard-core adventure bikes soon took over. It’s no secret that we test some of the best cars on the planet at our home track, the Buddh International Circuit, but after experiencing the acceleration of a BMW S1000RR or a Kawasaki Ninja ZX10R, driving sports cars – even if they were really fast – just wasn’t as exhilarating an experience anymore. But, then, along came Ferrari!

<img alt="Ferrari 488 GTB Daytona motion" class="alignleft size-full wp-image-90221" height="336" src="/uploads/2017/01/Ferrari-488-GTB-Daytona-motion.jpg" width="642" />

I was invited to witness the Finali Mondiali, which was the final round of the legendary Italian carmaker’s glamorous one-make championship. The final races were being held at the Daytona International Speedway, and, of course, I accepted their invitation and headed over to Florida. It was an action packed weekend that ended on a brilliant high, but what happened on the final night was life changing.

A group of international automotive journalists and myself had the Daytona circuit all to ourselves, and we set the track on fire with the latest Ferrari masterpiece – the 488 GTB. The 488 is a big deal for Ferrari because it marks a change of philosophy for the company’s mid-engined supercar. Gone is the naturally aspirated 4.5-litre V8 and in its place is a downsized, direct-injection 3,902cc twin-turbocharged flat-plane-crank V8.

It doesn’t matter how much I love motorcycles, but there’s always a great sense of excitement when I get behind the wheel of a Ferrari. I have driven a few before, but never on a racetrack – and I was about to find out just how incredible an experience it really is.

<img alt="Ferrari 488 GTB Daytona wheel steering" class="alignleft size-full wp-image-90219" height="336" src="/uploads/2017/01/Ferrari-488-GTB-Daytona-wheel-steering.jpg" width="642" />

The 488 engine is a masterpiece – the performance is simply out of this world. What the engine lacks in character compared with the outgoing V8 it makes up for with outrageous performance and phenomenal drivability. No matter what gear you’re in, or what speed you’re travelling at, under no circumstances does the 488 GTB make you wait even a nanosecond when you call on the 661bhp and 760Nm of torque. With the seven-speed dual-clutch box, gear changes are also technologically astounding and instant.

Then, the chassis of the car is sublime – beautiful balance, huge grip, incredibly forgiving and miraculously comfortable in terms of ride quality. The handling is also on point of course, and the suspension brilliant. But I won’t go into much detail about the driving dynamics of the car, because we have already reviewed it extensively – and this is more about experiencing a brutally fast Ferrari on a legendary racetrack. The same track that Ferrari achieved their picture-perfect 1-2-3 finish in the 1967 Daytona 24-hour race.

<img alt="Ferrari 488 GTB Daytona side profile" class="alignleft size-full wp-image-90217" src="/uploads/2017/01/Ferrari-488-GTB-Daytona-side-profile.jpg" style="width: 642px; height: 336px;" />

And that’s what really blew me away – the Daytona track itself. Because the track was setup to use about 80% of the oval, with the balance of the lap being setup in the infield, it was perhaps one of the most exciting racetracks that I’ve ever driven on. And, of course, the fact that I was driving a Ferrari at Daytona only made the experience even more surreal. The feeling you get when you pin the throttle on the 31-degree banking for extended periods of time is just indescribable. On the steep banking of the oval sections the track is angled at a sharp incline, which means that you can feel a great amount of G-forces on the body. And that was something that I’ve never felt before in my life. Looking through the windscreen it felt as if I had achieved flight. The best part was that there were no restrictions on how fast we could go, which only added to the experience and made it the best moment of my life ever on four-wheels.

In a world of McLarens, Lamborghinis and Porsches, I’ve always been more fascinated by Ferrari. And it’s not just me, because the Prancing Horse is perhaps the strongest brand in the world today. And, whatever you think about Ferrari’s move to turbocharging, after experiencing the 3.9-litre twin-turbo V8 myself, I can only say that Ferraris continue to get better with each passing generation. After all, the 488 GTB just reignited my passion for driving!

The 1967 24 Hours of Daytona

<img alt="Ferrari 488 GTB Daytona 1967" class="alignleft size-full wp-image-90215" src="/uploads/2017/01/Ferrari-488-GTB-Daytona-1967.jpg" style="width: 642px; height: 336px;" />

We all know that Scuderia Ferrari is the most successful racing team in the history of Formula 1. But what most of you don’t know is that sports car racing was as popular as F1 at its peak in the middle of the 20th century. The 1950’s saw epic battles between Ferrari and Jaguar, in the 1960’s it was Ferrari and Ford, and in the 70’s it was Ferrari and Porsche who waged war at racetracks around the world. 1966 saw the first of Ford’s three victories on the trot at the 24 Hours of Le Mans. It also saw Ford take a 1-2-3 finish at the 24 Hours of Daytona and 12 Hours of Sebring in the US. The ‘67 24 Hours of Daytona, however, was where Ferrari managed to get the better of Ford and secured its own 1-2-3 finish. The three teams that crossed the finish line for a photo-finish were Lorenzo Bandini and Chris Amon in the No. 23 Ferrari 330P4 that won the race, followed by Mike Parkes and Ludovico Scarfiottti in the No. 24 330P4 and Pedro Rodriguez and Jean Guichet in the No. 26 330P3 entered by Ferrari’s US importer (and former racer) Luigi Chinetti.

Ferrari 488 GTB at Daytona Speedway

One can only dream about driving a Ferrari 488 GTB with no preset limits. We head over to Daytona International Speedway with an adrenaline rush and a slight fear from this physics-defying machine.

There’s just something about a Ferrari that sets your heart racing. And now that the Prancing Horse is re-establishing itself on our shores, we thought it a good time to drive the new California T and the manic F12 Berlinetta.

It’s been three years since I last got behind the wheel of a Ferrari, and that’s three years too many. My first encounter with a Ferrari was way back in 2005 when my cousin’s friend let me drive his Enzo Ferrari in Malibu, California. The next Ferrari I drove was the 458 Italia. Both these cars were intense and engaging, so I wasn’t sure what to expect while on my way to Dubai to drive the F12 Berlinetta and the newly launched California T.

Just looking at the stats of the F12 is enough to make one nervous. The F12 Berlinetta uses a 6,262cc naturally aspirated V12 engine that’s part of the F140 engine family – which began with the Enzo. The main difference is that now it makes 730bhp and 690Nm of torque, which makes the F12 second only to the hyper La Ferrari. It can sprint from 0-100km/h in just 3.1 seconds, and 100-200km/h in 5.4 seconds. Those figures are even better than the McLaren F1, which till this day has been the most remarkable car I’ve ever driven.

<img alt="Ferrari California T and F12 Interior" class="alignleft size-full wp-image-52073" src="/uploads/2015/06/ferrari-cali-t-f12-driven-june-2015-pic8.jpg" style="width: 642px; height: 336px;" />

I had never even seen the F12 in the flesh, and when I finally did I was hypnotized by its stunning lines and bright yellow paint job. The long bonnet suits its sporty nature and aggressive stance. The car was designed in collaboration with iconic Italian design firm Pininfarina. In fact, the entire car has a functional design and is a true mix of technology and aesthetics. The aero bridge on the bonnet allows for improved downforce, the rear spoiler helps improve aerodynamic efficiency, and the underbody of the car not only increases downforce but also directs air to cool the brakes. Well, I guess you’re bound to learn something being the longest standing manufacturer in Formula 1! From a visual point of view, the large front grille looks nice, and aggressive, while the rear is more compact and gets traditional round taillights.

The cockpit is typical Ferrari style, with the F1 inspired steering that has all the controls you need mounted on the wheel itself – including the racing manettino that allows you to select different driving modes. Then there’s the central bridge, which has just three buttons that allow you to choose automatic mode for the transmission, reverse and launch control. The seats are sporty of course, but also very comfortable. The cabin is very inviting, and feels bespoke – unlike a Lamborghini Aventador or Mercedes SLS AMG, which can seem overwhelming with a dash that’s a cluster of buttons.

When you start the F12, it roars to life and you can hear the 12-cylinders singing in chorus, as if they were warming up for a grand concert – which, of course, they are. Put the car into first gear and tap the throttle, and you begin to understand just how much power you have at your disposal. We drove from Dubai to Abu Dhabi, and the roads were arrow straight so we got to experience the acceleration of the F12 in all its ferocity – all I can say is that it’s nothing like anything I’ve ever experienced before on four wheels. The short ratios on the 7-speed dual-clutch transmission result in whiplash acceleration and a massive punch of torque through a wide rev range, and just unbelievable throttle response – even at low revs. It’s just devastatingly quick, and the power delivery is never ending.

<img alt="New Ferrari California T and F12 Dashboard" class="alignleft size-full wp-image-52077" src="/uploads/2015/06/ferrari-cali-t-f12-driven-june-2015-pic4.jpg" style="width: 642px; height: 336px;" />

Surprisingly, the F12 is easy to drive, and was way more comfortable than I expected it to be – but, at the same time, it has the sharpest steering of any sports car that I’ve ever driven. You hardly need any steering angle at all in turns – it’s that direct. There’s also no body roll at all. The car is just planted. Even though it’s a beast on paper, it’s incredibly comfortable and easy to handle – nothing like the Enzo, or even the 458 for that matter. It really is a phenomenal piece of machinery, and the men at Maranello have done a beautiful job. It’s the perfect blend of grand tourer and pure sports performance.

It was now time to get into the California T. The Cali T was launched just a few months ago with a new engine. It seems that Ferrari took the bold step to launch the California – its best selling model – with a twin-turbo engine, obviously to make the car more efficient. This is also the first turbocharged engine since the F40.

The new engine is a 3,855cc V8 twin-turbo that produces 552bhp and 755Nm of torque, and while some Ferrari enthusiasts would have you believe that this engine doesn’t maintain the character of a true Ferrari – which includes blazing throttle response, high revs and shrieking exhausts – there could be nothing further from the truth. The California T does exactly what you expect of it. It has bowel churning acceleration, and can race from 0-100km/h in just 3.6 seconds – and from there on to 200km/h in 7.6 seconds. The engine is a beast, and there’s just no turbo lag at all – the throttle response is right on point. The engine sound, while not shrill, is loud and in tune with the rest of the Ferrari range. There’s an immense amount of torque throughout the rev range, and like a naturally aspirated engine it feels like it continues to build all the way to its 7,500rpm redline. There’s no getting away from the fact that this car definitely has Ferrari character.

<img alt="2015 Ferrari California T and F12 Side High Angle" class="alignleft size-full wp-image-52078" src="/uploads/2015/06/ferrari-cali-t-f12-driven-june-2015-pic3.jpg" style="width: 642px; height: 336px;" />

Compared to the outgoing California, the Cali T also gets a new steering column, which makes it feel very precise and balanced. The previous generation got some slack for being too soft and lazy to respond, and so the new car also gets a revised suspension set-up with new springs and dampers that work to reduce roll and increase sharpness. The 7-speed dual-clutch gearbox transmission has been remapped for quicker shifts, and it’s nothing short of brilliant.

The Califronia T is a grand tourer, and it definitely feels like one when you’re in the cabin. The car is superbly comfortable and the driving position is very relaxed. Once again, the dashboard uses a minimalistic approach, but it gets sporty attributes through the F1 inspired steering wheel and dials. The car is incredibly easy to handle and very comfortable as well, while at the same time being extremely exciting to drive.

The California T is the most affordable Ferrari available, but even though it can be used as an everyday car, it has a phenomenal engine and can be just exciting as any other Ferrari out there. While the F12 is aimed towards purists, the California T will still cater to a wider range of Ferrari customers. Turn the page to read a full track test of the new California T.

FERRARI WORLD

<img alt="Ferrari World Abu Dhabi" class="alignleft size-full wp-image-52062" src="/uploads/2015/06/ferrari-cali-t-f12-driven-june-2015-pic19.jpg" style="width: 642px; height: 336px;" />

Ferrari was kind enough to give us a little tour of Ferrari World Abu Dhabi. We have heard much about this wonderland for Ferrari lovers but when we arrived the size and magnitude of the theme park impressed us even more. The Ferrari world is the largest indoor theme park in the world, and it covers a total area of 86,000 square metres. The park operates two roller coasters, including the fastest roller coaster in the world called Formula Rossa. There are other attractions as well such as family rides, a collection of some of the most historic Ferrari cars, interactive motion simulators and multiple restaurants. But we were most interested in Formula Rossa – the fastest roller coaster in the world that accelerates from 0-240kmph in just 5 seconds. There is no automobile in the world that can do that so we needed to see just how exciting this roller coaster would be. I have been on plenty of roller coasters and some of them were really fast and fun, but there is nothing in this world that can prepare you for the Formula Rossa. From the moment the ride begins until you stop, your face is being smashed by the wind and you experience 1.7G of force. It is the most exhilarating ride you will ever go on in your life, unless you are a fighter jet pilot.

Ferrari California T and F12 Review

Brimmed with anticipation, we head over to Dubai to find faults - if there's any - in the Ferrari California T and F12. And as a bonus, we explore the Ferrari World in Abu Dhabi. Read the whole story here.

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

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.
 
 
 
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.<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;">

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.<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;">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.

 
 
 
 


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

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. <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;">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.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.

 
 
 
 


<h2>So, what’s under the hood?</h2>

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.<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;">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.
 
 
 


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.
 
 
 
<h2>So, what’s it like from behind the wheel?</h2>

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.

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.<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;">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.<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;">

 
 


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.

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




[tabs]

[tab title="Ferrari 12Cilindri Spider"]

Engine: 6,496cc V12 (Dry Sump) 

Transmission: 8-speed DCT

Power: 819bhp 

Torque: 678Nm
 
Acceleration: 0-100km/h 2.95 sec 

Fuel: Petrol 

Price:&nbsp;Rs 9.15 Crore Ex-showroom

X-Factor:&nbsp;Supremely engineered. Stupendously fast. Stunningly beautiful.

<table cellpadding="1" cellspacing="1">
	<tbody>
		<tr>
			<td>
			Pros &nbsp;&nbsp; &nbsp;&nbsp;&nbsp; &nbsp;&nbsp;&nbsp; 
			•&nbsp; As fast &amp; versatile as anything ever conceived. 

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

[/tab]

[/tabs]

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.

We were quite eager to&nbsp;get our hands on this bike since it was first teased at&nbsp;<a href="https://www.autox.com/news/bike-news/eicma-2024-top-india-bound-motorcycles-to-watch-out-for-118832/">EICMA</a>. The <a href="https://www.autox.com/reviews/bike-reviews/ktm-390-adventure-review-first-ride-107195/">old 390 Adventure</a> was a blast, don't get me wrong, but it had its quirks, especially when pushed off-road. After spending six months commuting on the Royal Enfield Himalayan, I was curious to see how this new KTM stacked up. Well, we recently had the opportunity to thoroughly ride and test it, and let me tell you that it's a significant leap forward. This isn't just a refresh; it's a full-fledged evolution.<div style="width: 100%; height: auto;" class="post-image">
 <img src="https://images.autox.com/uploads/2025/02/1740405360146-iso3-KTM-390-Adventure-Web-5.webp" alt="KTM 390 Adventure Web 5.jpg" style="width: 100%; height: auto;">
 </div>
 <h2>KTM 390 Adventure First Ride Review: Design and Quality </h2>Let's talk about the design first. It's definitely going to spark debate, but personally, I like it. That rugged rally-inspired Dakar vibe works in its favour. The tall windscreen and short front fender look the part, though I did notice a bit of wind noise from the Indian-spec number plate mount while riding, but it's a minor niggle.Also Read:&nbsp;<a href="https://www.autox.com/reviews/bike-reviews/kawasaki-klx-230-review-more-capable-than-hero-xpulse-200-and-re-himalayan-450-118831/">Kawasaki KLX 230 Review: More Capable Than Hero Xpulse 200 and RE Himalayan 450?</a>KTM has tackled some key issues. The 21-inch front and
17-inch rear spoke wheels with tubeless Apollo Tramplr tyres are a huge plus.
The WP Apex suspension is another standout upgrade, offering a noticeably more
compliant and capable ride. An India-specific tweak – the offset rear monoshock
– lowers the seat height to 830mm in the Adventure variant and 825mm in the
Adventure X. On top of that, ground clearance has been increased to a solid
237mm, addressing a major concern from the previous model.<img src="https://images.autox.com/uploads/2025/02/1740405472650-uxpi-KTM-390-Adventure-Web-13.webp" alt="KTM 390 Adventure Web 13.jpg" style="width: 100%; height: auto;">
 The pigmented body panels are a nice touch, promising better scratch resistance since they're painted during the moulding process itself. And the standard kit – knuckle guards, engine guard, and bash plate – is quite useful for off-road scrapes. The forged foot levers feel solid, and you can remove the rubber inserts for better grip while riding&nbsp;in the dirt. My only gripe? The flimsy all-plastic knuckle guards&nbsp;–&nbsp;they would have been much better with metal reinforcements.&nbsp;<img src="https://images.autox.com/uploads/2025/02/1740405792534-0shu-KTM-390-Adventure-Web-7.webp" alt="KTM 390 Adventure Web 7.jpg" style="width: 100%; height: auto;">The new bespoke ADV tubular trellis subframe – KTM claims
that it’s 10% more rigid – feels solid and enhances the bike’s overall
stability. Despite the weight dropping to 183kgs, the 14.5-litre fuel tank
remains unchanged. The overall fit and finish are excellent, offering a premium
feel throughout. The 5-inch bonded TFT screen, borrowed from the new 390 Duke,
is crisp, clear, and easily readable even in bright sunlight. <h2>KTM 390 Adventure First Ride Review: Ergonomics and Features </h2>The riding position is comfortable and upright – perfect for
long days in the saddle. The new KTM 390 Adventure feels large when you're off
it but seems to shrink around you once you get on and start moving. The
controls are intuitive, and the switchgear is easy to reach. Cruise control is
a welcome addition for highway stints, and the ride modes – Rain, Street, and
Off-Road – are simple to toggle through. A big plus is that ride mode settings
remain unchanged even after switching off the ignition – a thoughtful touch
indeed!
Phone connectivity and navigation feel slick, and the
voice-activated calling is a nice convenience. Unlike the Duke 390, which can
only receive calls, the 390 Adventure allows you to make calls directly from
the bike. Finally, the electronics suite – which includes cornering ABS,
switchable cornering traction control, Quickshifter+, and customizable ride
modes – works seamlessly to enhance both safety and performance.Also Read:&nbsp;<a href="https://www.autox.com/reviews/bike-reviews/royal-enfield-himalayan-in-depth-review-the-flying-sherpa-115536/">Royal Enfield Himalayan Review: The Flying Sherpa!</a><img src="https://images.autox.com/uploads/2025/02/1740405914040-dchb-KTM-390-Adventure-Web-1.webp" alt="KTM 390 Adventure Web 1.jpg" style="width: 100%; height: auto;"><h2>KTM 390 Adventure First Ride Review: Performance and Handling </h2>Now, let’s get to the good stuff – how it rides. The LC4c
399cc single-cylinder liquid-cooled engine is noticeably smoother, thanks to
the 5mm offset crank. It delivers better low-end grunt than the previous model
but still loves to be revved. Peak power kicks in 1,000rpm sooner, making it
more accessible.
That said, there’s still a noticeable lag before the bike
starts moving. I noticed that it stalled a couple of times when
setting off from a standstill off-road, but far less frequently than the old
bike.<img src="https://images.autox.com/uploads/2025/02/1740405943424-ag92-KTM-390-Adventure-Web-15.webp" alt="KTM 390 Adventure Web 15.jpg" style="width: 100%; height: auto;">Acceleration is brisk, with 0 – 60 km/h achieved in 2.6
seconds and 0 – 100 km/h in 6.2 seconds – both quicker than the previous
generation model. The improved mid-range power is quite evident, delivering
faster 30 – 70 km/h roll-on acceleration.
Cruise control, which activates above 20 km/h, performs well
on the highway, especially when paired with Quickshifter+, making for a smooth
and hassle-free touring experience.Also Read:&nbsp;<a href="https://www.autox.com/reviews/bike-reviews/2024-yezdi-adventure-first-ride-review-better-than-the-himalayan-117960/">2024 Yezdi Adventure First Ride Review: Better Than The Himalayan?</a>The bike’s heat management has improved, thanks to the
curved radiator and reprofiled shrouds that divert hot air away from the rider
– a definite and noticeable upgrade. The underbelly exhaust, with its claimed
400mm water-wading capacity, handles water crossings with ease, even when the
water level reaches the engine guards.<img src="https://images.autox.com/uploads/2025/02/1740406032170-z2yg-KTM-390-Adventure-Web-3.webp" alt="KTM 390 Adventure Web 3.jpg" style="width: 100%; height: auto;">The WP Apex suspension has received a significant upgrade,
offering a much more compliant ride, as it effortlessly absorbs bumps and rough
terrain. The adjustable open-cartridge system provides 30 steps of compression
and rebound adjustment at the front, 20 steps at the rear, and 10 steps of
preload adjustment at the rear, allowing for fine-tuning across various riding
conditions.
While the increased suspension travel is a welcome
improvement, I did notice the front forks bottoming out a couple of times
during intense off-road testing – enough to throw me off the line slightly. That
said, it’s a fair trade-off for the bike’s sharp on-road dynamics and a huge
improvement over the previous model’s overly stiff setup, which was a common
complaint.<img src="https://images.autox.com/uploads/2025/02/1740406059851-vvw3-KTM-390-Adventure-Web-4.webp" alt="KTM 390 Adventure Web 4.jpg" style="width: 100%; height: auto;">
 Off-road, the bike feels light, balanced, and predictable in
technical sections. Compared to the Himalayan, it’s noticeably sharper and more
responsive. The Apollo Tramplr tyres performed decently across varied on- and
off-road conditions. However, since we didn’t lower the tyre pressure when
going off-road, the front end lacked a bit of bite.
The brakes – a 320mm floating disc with a twin-piston calliper
up front and a 240mm rear disc with a single-piston calliper – are strong and
provide good feedback.Also Read:&nbsp;<a href="https://www.autox.com/reviews/bike-reviews/royal-enfield-himalayan-vs-triumph-scrambler-400x-115920/">2024 Royal Enfield Himalayan vs Triumph Scrambler 400X: Which is Better for Everyday Adventure?</a><h2>KTM 390 Adventure First Ride Review: Verdict </h2>So, is the new KTM 390 Adventure worth the hype? Absolutely.
It’s a complete and far more refined package. The improvements in engine
smoothness, suspension compliance, and overall capability are substantial. It
still retains the fun, hooligan character we love, but now it’s more versatile
and capable than ever.<img src="https://images.autox.com/uploads/2025/02/1740406224156-l0fz-KTM-390-Adventure-Web-6.webp" alt="KTM 390 Adventure Web 6.jpg" style="width: 100%; height: auto;">For
someone like me, who loves venturing off the beaten path, this bike is a
serious contender. It’s fun, capable, and feels right. While I’m still eager to
do a proper back-to-back comparison with its rivals, my initial impressions are
overwhelmingly positive. This is a true adventure bike that delivers on its
promises.

KTM 390 Adventure First Ride Review: It's Everything You Wanted, And More!

The wait is over. The 2025 KTM 390 Adventure is here, and it's a game-changer. We rode it, pushing it to its limits, and here's our honest take.

Ather introduced their revolutionary Magic Twist regenerative braking system with the 450 Apex, a limited edition model. Then they brought traction control with the Rizta and now, you get the best of both worlds with the updated 450X…and also the new Apex. I got a chance to test out the Magic Twist and the updated traction control system on the new scooter at a go-kart track and even on some off-road patches. So, how good is the 450X now?

<iframe allow="accelerometer; autoplay; clipboard-write; encrypted-media; gyroscope; picture-in-picture; web-share" allowfullscreen="" frameborder="0" height="315" referrerpolicy="strict-origin-when-cross-origin" src="https://www.youtube.com/embed/n1zqFDNCeAE?si=8D0u5vi9QkL4qFhH" title="YouTube video player" width="560"></iframe>

<h2>2025 Ather 450X Review: New Modes and Regen</h2>

The first thing I want to highlight is the multi-level traction control system. While the Rizta had a simpler on-and-off toggle, the new 450 scooters get multiple levels — Rain, Road and Rally. You can also completely switch it off if you want. As one would expect, the traction control system is the most active when you select Rain while Road is meant for daily usage.

Also Read:&nbsp;<a href="https://www.autox.com/news/bike-news/honda-activa-e-qc-1-bookings-commence-in-india-119454/">Honda Activa e, QC 1 Bookings Commence in India</a>

In the Rally mode, the traction control is a lot more lenient and it allows you to kick up some dirt. We tested the modes on some loose sand and it worked really well. There is an appreciable difference when testing the scooter in extreme conditions. While the 450X, does not really need a traction control system, it is good to see it nonetheless.

<img alt="2025 Ather 450X Off Road" src="/uploads/2025/01/2025-Ather-450X-off-road.jpg" style="width: 1280px; height: 720px;" />

The 450X still gets the same 8.4bhp motor that is capable of producing 26Nm. It is still just as fun to ride and just as responsive too. Ather has introduced a new set of tyres from MRF&nbsp;with the updated scooters. These tyres have been developed specially for the 450 and are meant to offer more range while not compromising grip. And I must say, that I hardly noticed any issue with the grip from the new rubber. Combined with the new regen braking, this setup is claimed to substantially increase the real-world range of the scooter. As per Ather, the TruRange of the 3.7kWh model has gone up from 105km to 130km. That is a healthy boost and we will be eager to test it out when we have the scooter for a longer time.

<img alt="2025 Ather 450X Tyres" src="/uploads/2025/01/2025-Ather-450X-tyres.jpg" style="width: 1280px; height: 720px;" />

What I do feel is a missed opportunity is that there is still no ABS. I think adding ABS over traction control would have been more useful. I did find myself locking the brakes a couple of times when on the track. While you may argue that people ride more gently on the road, let me remind you that the conditions out there can be rather unpredictable. Also, now that the 450X supports traction control modes and regen levels along with ride modes, I think that Ather should display them on the screen as well. This would help the rider in knowing what levels of various settings the scooter is in, rather than having to dig deep into menus.

<h2>2025 Ather 450X Review: Colour Options and UI Updates</h2>

Ather has not changed any aspect of the scooter’s design so it remains the same as before. There are, however, two new colour options available now - Hyper Sand and Stealth Blue. I particularly like the Hyper Sand colour options as it has a nice finish and looks rather refreshing. As a bonus, if you get this colour option, you will not have to worry about the scooter looking dirty because of the shade.

<img alt="2025 Ather 450X Screen" src="/uploads/2025/01/2025-Ather-450X-screen.jpg" style="width: 1280px; height: 720px;" />

The new 450 scooters also get Atherstack 6 as part of the software suite. The instrument cluster is the same touch unit and is packed with features. However, the response is still lethargic when you use the map screen. There are noticeable stutters while you pan around. I also noticed that while most of the interface operation is smooth, there are the occasional hiccups and moments when the screen does not react as quickly.

<h2>2025 Ather 450X Review: Is it better?</h2>

Altogether, the 450X remains a smart and fast scooter that is more feature-rich than ever before. I feel the Magic Twist is a great addition and one that will find a lot of daily use. The traction control might be less useful but is a good safety feature still.

<img alt="2025 Ather 450X Riding" src="/uploads/2025/01/2025-Ather-450X-riding.jpg" style="width: 1280px; height: 720px;" />

As for the pricing, it has gone up ever so slightly by Rs 6,400 for the base 450X and Rs 2,000 for the 450X with the bigger 3.7kWh battery pack.

Also Read:&nbsp;<a href="https://www.autox.com/news/bike-news/updated-ather-450s-450x-450-apex-launched-in-india-prices-start-at-rs-130-lakh-119474/">Updated Ather 450S, 450X, 450 Apex Launched in India; Prices Start at Rs 1.30 Lakh</a>

Similarly, the 450 Apex has also seen a mere increase of Rs 5,001 on the effective ex-showroom price in Bengaluru. And Ather is throwing in the Halo helmet with the Apex to make it more lucrative. Altogether, despite the price hike, the scooters remain smart and safe options to pick if you are looking for an EV in this segment. 
&nbsp;

&nbsp;

[tabs]

[tab title="2025 Ather 450X"]

Motor: Permanent Magnet AC

Battery: 3.7kWh

Power: 8.4BHP

Torque: 26NM

Price: ₹1.87 Lakh (Ex-showroom Bengaluru)

X-Factor:&nbsp;The most fun and feature-rich e-scooter

<table cellpadding="1" cellspacing="1">
	<tbody>
		<tr>
			<td>
			Pros &nbsp;&nbsp; &nbsp;&nbsp;&nbsp; &nbsp;&nbsp;&nbsp; 
			•&nbsp; Quick

			•&nbsp; Smart Design

			•&nbsp;&nbsp;Magic Twist!
			</td>
			<td>
			Cons 
			• Laggy UI

			•&nbsp;Range
			</td>
		</tr>
	</tbody>
</table>

[/tab]

[/tabs]

2025 Ather 450X Review: The e-scooter for Rallying?

Ather is not sitting on its laurels and is taking every opportunity to make its 450 range as robust and high-tech as possible.

2025 Camry Hybrid First Drive Review: Luxury and Performance with 25kmpl

The new Toyota Camry Hybrid is a big step up from the last generation when it comes to looks, features, and how it drives, and it’s definitely for the better.

Honda was probably the last big carmaker in India to enter the compact SUV scene with the <a href="https://www.autox.com/new-cars/honda/elevate/">Elevate</a>. While their product is quite impressive, the late entry means they’ve already lost a big chunk of the market to rival brands occupying the compact SUV space for almost a decade. On the other hand, the sub-compact sedan segment has quite a different story to tell. The <a href="https://www.autox.com/new-cars/honda/amaze/">Honda Amaze</a> has been around for a while and has done pretty well. It’s the company’s best-selling model, which consistently drives solid sales numbers for <a href="http://www.autox.com/new-cars/honda/">Honda Cars India</a>. The issue now is that aside from commercial (cab) sales, the growing trend is towards SUVs, which means compact car buyers are increasingly gravitating towards those more rugged-looking machines instead of sedans. Perhaps, that's why we don't see many updates in the compact sedan category. Thankfully, after the segment leader Maruti Suzuki Dzire, the Honda Amaze has also received a significant update. The company calls it a next-generation (third-gen) all-new model. However, we were a bit sceptical about the claim until we got behind the wheel of the new Amaze.

<iframe allow="accelerometer; autoplay; clipboard-write; encrypted-media; gyroscope; picture-in-picture; web-share" allowfullscreen="" frameborder="0" height="315" referrerpolicy="strict-origin-when-cross-origin" src="https://www.youtube.com/embed/5R_56OP1n5c?si=YZft7Jkd5WfBpTyH" title="YouTube video player" width="560"></iframe>

Also Read:&nbsp;<a href="https://www.autox.com/news/car-news/new-honda-amaze-basic-signature-and-utility-accessory-packages-explained-whats-different-119309/">New Honda Amaze Basic, Signature, and Utility Accessory Packages Explained: What's Different</a>

<h2>Best-looking sub-compact sedan?</h2>

Now, the new Amaze, referred to by the company as the third-generation model, is based on the outgoing second-generation model, with some additional structural reinforcements. The wheelbase remains unchanged, and the side profile looks almost identical to its predecessor. The only noticeable changes are at the front and the rear. While wheels now get a machined design, it doesn't significantly alter the overall side appearance of the car.&nbsp;

<img alt="New Gen Honda Amaze Rear Design" src="/uploads/2024/12/New-Gen-Honda-Amaze13.jpg" style="width: 1280px; height: 720px;" />

The front has undergone a complete redesign, taking inspiration from the Elevate. Features such as a mesh front grille with a flatter design and headlamp clusters show clear SUV influences. Additionally, the revised bumper also includes redesigned fog lamp housings. Moving to the back, you might be surprised by how much it resembles the Honda City, especially with the new 3D LED tail lamp clusters. In fact, if you are driving behind the new Amaze at night, you could easily mistake it for the City. The rear design is neat and clean, with no unnecessary elements.

<img alt="New Gen Honda Amaze Side View" src="/uploads/2024/12/New-Gen-Honda-Amaze14.jpg" style="width: 1280px; height: 720px;" />

Overall, while the third-generation Honda Amaze resembles the second-generation model, it combines the Elevate’s front styling with the City’s rear look. Despite the limited attractiveness in the sub-compact sedan market, it remains arguably the best-looking option available in India, offering a proper three-box design characteristic of a true sedan.

<h2>A Better Experience Inside?</h2>

Inside, you may not immediately notice the changes, for the cabin layout is familiar. However, there are quite a few updates, like the newly designed dashboard, with an 8-inch floating touchscreen infotainment system. This setup supports wireless Android Auto and Apple CarPlay, which is pretty cool. Below the infotainment, you'll find HVAC controls taken from the Elevate.&nbsp;What's great here is that everything has proper physical buttons, especially for the infotainment shortcuts.

<img alt="New Gen Honda Amaze Interior" src="/uploads/2024/12/New-Gen-Honda-Amaze-11.jpg" style="width: 1280px; height: 720px;" />

I really like the presence of physical controls, for it means you don't have to take your eyes off the road as much while driving. The dashboard’s design has been refreshed too, featuring a sleek dual-tone look with an aluminium strip, which adds a nice touch. While the beige part might seem soft to the touch, it’s actually hard plastic. While there are hard plastics all around the cabin, they look and feel decent overall. The flimsy central console in the old Amaze was a big annoyance, but that’s been fixed in this new version. The touchscreen works well and connects effortlessly to your smart devices, with both Android Auto and Apple CarPlay. Plus, the interface is simple and user-friendly. For device charging, the Amaze includes two USB ports up front, a 12V socket in the front and rear, and a handy wireless charging pad. A nice feature of the charging pad is that you can turn it off with a dedicated button. It would’ve been nice if Honda had included a Type-C port too, since most new smartphones use Type-C cables nowadays.

<img alt="New Gen Honda Amaze Infotainment" src="/uploads/2024/12/New-Gen-Honda-Amaze-9.jpg" style="width: 1280px; height: 720px;" />

The steering wheel looks like it has been lifted from the Honda City but without the leatherette feel. Still, it’s loaded with controls for the infotainment, ADAS features, and the info display on the new instrument cluster, which feels pretty City-like. The cluster has a 7-inch TFT display for all the important info, along with a traditional needle for speed. The seats have been given a bit of a makeover with better bolstering, but the cushioning and fabric remain the same as before, even in the higher trims. They’re quite comfortable, though. Space management has always been a top highlight of the Honda Amaze, and the new model just adds to it. It's been widened slightly, adding extra room for rear-seat passengers and more boot space.

<img alt="New Gen Honda Amaze Rear Seat" src="/uploads/2024/12/New-Gen-Honda-Amaze-1.jpg" style="width: 1280px; height: 720px;" />

Space was never an issue with the Amaze; it easily fits four adults and up to five mid-size suitcases. You might wonder why there’s a problem fitting a fifth person, and that's because the Amaze finally comes with rear AC vents, which were much needed. However, those centrally-mounted vents can make legroom a bit cramped for the person sitting in the middle at the back. On the bright side, the cabin now cools down faster and better than before.

<h2>Drives Differently?</h2>

The driving experience of the third-generation Honda Amaze is again not a complete departure from the outgoing version, especially in terms of ergonomics. That, however, was not even a problem in the previous iteration. The steering wheel, driver seat, and foot pedals are excellently positioned, instantly offering you a comfortable driving posture. Coming to the drivetrain, the same 1.2-litre four-cylinder i-VTEC petrol engine is the sole option here, and it continues with the same 5-speed manual and CVT automatic gearbox options to choose from in all three trim levels. While most other brands have shifted to more economical three-cylinder configurations, the Amaze still offers the four-cylinder configuration, but the good thing is that it's slightly more refined. Now, we expected Honda to add a bit more punch to this drivetrain, but unfortunately, that's not the case. It continues to deliver about 89 horsepower and 110Nm of torque. Now, the power output here is pretty adequate for this kind of setup, but the torque could have been improved. Honda says that they have altered the tuning of the engine as well as of the gearbox a bit, but we didn't quite feel the changes. The engine still sounds strained when you press hard on the throttle pedal, but you don't quite feel inside the cabin, perhaps, because the overall structure is now more strengthened. Honda also seems to have reworked the insulation of the Amaze, for it filters out the engine noise and road harshness more effectively, offering a slightly quieter ride experience than before.

<img alt="New Honda Amaze Front and Side Design" src="/uploads/2024/12/New-Gen-Honda-Amaze-12.jpg" style="width: 1280px; height: 720px;" />

Now, coming to the gearbox, we drove the CVT version of the new Honda Amaze. This is probably the only car on the market with the smoother CVT gearbox, as most of the competition has shifted to AMTs, with the fun of paddle shifters whenever you need a manual downshift for overtakes or engine braking.

<img alt="Honda Amaze Gear Shift" src="/uploads/2024/12/New-Gen-Honda-Amaze-10.jpg" style="width: 1280px; height: 720px;" />

One thing that I was expecting in the new Amaze was a better suspension setup. However, it feels more or less the same as that of the outgoing model. The softer setup of the car gobbles all the road undulations without any hiccup at low speeds, but the high-speed damping and the stability beyond three-digit speeds remain questionable. Maybe that's another reason Honda is not even offering any more powerful drivetrain options. To be honest, this setup is near perfect for your daily city commutes as well as some occasional short weekend escapes, especially considering the enhanced safety kit of the new Honda Amaze.

<h2>The Most Affordable ADAS&nbsp;Car in India</h2>

Honda has enhanced the structure of the Amaze by incorporating 45 per cent high-tensile steel, reflecting their commitment to safety. The vehicle comes equipped with a range of safety features, including six airbags, ABS with EBD and Brake Assist, rear parking sensors, Hill Start Assist, Vehicle Stability Assist (VSA) with Electronic Stability Control, Traction Control, and ISOFIX-compatible rear seats. Additionally, all five passengers have access to seatbelts and head restraints, starting from the base V grade. The mid-level VX grade adds a rearview camera and a Lane Watch system, which provides a view of the side lane on the infotainment screen when the turn indicators are activated. This feature is particularly useful, as it helps minimise blind spots when changing lanes or directions.

<img alt="New Gen Honda Amaze Front Camera" src="/uploads/2024/12/New-Gen-Honda-Amaze-14.jpg" style="width: 1280px; height: 720px;" />

The standout feature of the new Amaze is in the top-end ZX grade, which starts at Rs 9.67 lakh (ex-showroom) for the manual transmission variant. It is now the most affordable car in India to offer an Advanced Driver Assistance System (ADAS) package. It includes Honda Sensing technology, which, in the Elevate SUV,&nbsp;has previously performed well in tests. This camera-based system includes features such as Collision Mitigation Braking, Road Departure Mitigation, Lane Keep Assist, Adaptive Cruise Control, Lead Car Departure Notification, and Auto High Beam. While these features enhance safety during forward motion, there is no ADAS support for reversing.

This is the first time a manufacturer has introduced a level-2 ADAS package in a car priced under ten lakh rupees, which is a significant milestone. Overall, these features contribute to making the Amaze a safer choice compared to many other options on the market. In fact, the Elevate, which uses the same Honda Sensing technology, was one of the top performers in our recent Mega ADAS test.

<h2>Next-gen or Facelift?</h2>

While the platform and drivetrain remain unchanged, we can't truly categorise this as a next-generation version. However, the numerous updates both inside and out, along with the addition of new features, make it much more than just a simple facelift. As mentioned earlier, it is arguably the best-looking car in its segment.

Also Read:&nbsp;<a href="https://www.autox.com/reviews/car-reviews/mega-adas-test-cover-story-exclusive-stories-118393/" rel="bookmark" title="Mega ADAS Comparison Test: Curvv EV vs Seltos vs Elevate vs Verna vs Astor vs XUV700 vs XC40 Recharge">Mega ADAS Comparison Test: Curvv EV vs Seltos vs Elevate vs Verna vs Astor vs XUV700 vs XC40 Recharge</a>

Honda has decided not to offer a base variant this time, perhaps, because&nbsp;sales patterns suggest that most customers opt for either the mid or top variants. For these variants, Honda has packed the new Amaze with features right from the starting point. Although it lacks certain luxury features like a sunroof or an automatic IRVM, it includes all the essentials and offers enhanced safety. Consequently, the Honda Amaze is a great value-for-money offering in the compact sedan segment.

[tabs]

[tab title="Honda Amaze"]

Engine: 1,199cc / 4-Cylinder / Naturally-Aspirated

Fuel: Petrol

Transmission: CVT / Front-Wheel Drive

Power: 89bhp @ 6,000rpm

Torque: 110Nm @ 4,8000rpm

Price: ₹8.00 – 10.90 Lakh (Ex-Showroom)

X-Factor: It offers everything you need in your&nbsp;daily&nbsp;ride.

<table cellpadding="1" cellspacing="1">
	<tbody>
		<tr>
			<td>
			Pros &nbsp;&nbsp; &nbsp;&nbsp;&nbsp; &nbsp;&nbsp;&nbsp; 
			•&nbsp;Design, Safety and Space
			</td>
			<td>
			Cons 
			• Less exciting powertrain
			</td>
		</tr>
	</tbody>
</table>

[/tab]

[/tabs]

New Honda Amaze First Drive Review: Next-Gen or Facelift?

The new Honda Amaze is now the most affordable car in India to feature Level-2 ADAS. However, is it actually an improvement compared to its predecessor?

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