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<p>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.</p>

<hr />
<p>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.</p>

<p>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).</p>

<p>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.</p>

<p>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.</p>

<p>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.</p>

<p>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.</p>

<p>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.</p>


<p><em>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;</em></p>

<p>‘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.</p>

<p><strong>Steroid injection</strong></p>

<p>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;</p>

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

<p><strong>Beauty is in the eyes of the…</strong></p>

<p>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;</p>

<p>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;</p>

<p>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;</p>

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

<p>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;</p>

<p><strong>Razor’s edge</strong></p>

<p>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;</p>

<p>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;</p>

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

<p>[tabs]<br />
[tab title="Ferrari GTC4Lusso T"]</p>

<p><strong>Engine: </strong>3,855cc / 90-degree V8 / Turbocharged&nbsp;</p>

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

<p><strong>Transmission:</strong> 7-Speed Dual Clutch Automatic / Rear-Wheel Drive&nbsp;</p>

<p><strong>Power: </strong>601bhp @ 7,500rpm</p>

<p><strong>Torque:</strong> 760Nm @ 3,000-5,250rpm</p>

<p><strong>Price:</strong> Rs.4.2 crores (Ex-showroom, Delhi)</p>

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

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

<p>[/tab]</p>

<p>[/tabs]</p>


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. 

Ferrari GTC4 Lusso price starts at ₹ 42600000. Check specifications, features, mileage, colours, variants, images, FAQs, news, reviews, and videos.

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Ferrari

Ferrari GTC4 Lusso

One hell of a 4-seater!

<p>The GTC4 Lusso is quite a unique car from Ferrari – Front-engined and a four-seater. Despite going against the norm, Ferrari has built a very capable and attractive touring car.</p>


RightHandDriving

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

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

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

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

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

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

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

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

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

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

<p>[/tab]</p>

<p>[/tabs]</p>

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

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

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


<p>[tabs]</p>

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

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

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

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

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

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

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

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

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

<p>[/tab]</p>

<p>[/tabs]</p>

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

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

<p>The Kia Carens has been selling well and has even surpassed the 2 lakh units sales mark since its launch. However, this three-row offering was due for an update. But rather than replacing the old model with a new one, Kia has instead decided to bring a new vehicle based on the Carens, but made to be more premium and feature-rich. This new vehicle is the Carens Clavis. While the Carens name points to its lineage, the term Clavis is Latin for key. Specifically, it has been taken from a Latin phrase that means the golden key. So, what key changes have been made to make the Carens Clavis that make it a step up from the Carens?</p>
<p><a href="https://youtu.be/27HvUcTn6qQ?si=Rn8DHNTWonbOXWbo"><iframe width="560" height="315" src="https://www.youtube.com/embed/27HvUcTn6qQ?si=c4gMRiIYkvpsPRgY" title="YouTube video player" frameborder="0" allow="accelerometer; autoplay; clipboard-write; encrypted-media; gyroscope; picture-in-picture; web-share" referrerpolicy="strict-origin-when-cross-origin" allowfullscreen=""></iframe></a></p>
<h2>Kia Carens Clavis Design &amp; Styling <br></h2>
<p>Despite being the same vehicle underneath the skin, the Clavis looks different from the Carens. This is largely thanks to the digital tiger nose grille and the new Star Map LED DRLs and headlamp cluster. The front is largely closed off, much like EVs and resembles Kia’s more recent offerings like the Syros and EV9. There is a prominent sliver chrome skid plate and both ends at either end of the vehicle to give it a butch SUV-like appeal. In fact, the raised bonnet adds to this bolder appeal at the front and side. What also helps elevate the look of the Clavis are the 17-inch alloy wheels, which are an inch bigger than the ones on the Carens. In terms of dimensions, the Clavis is 10mm longer but shares the rest of its figures with the Carens. This also means that the 216-litre boot remains the same.</p>
<h2>More gadgets! <br></h2>
<p>When you step inside, you are greeted by a much more premium and modern cabin. Not only is there more tech on display, but the materials used on the dashboard are great to look at, too. New additions include a connected island housing twin 10.25-inch displays, a four-way power adjustable driver’s seat, a new steering wheel and a bigger dual-pane panoramic sunroof. There is also a new hybrid touch panel which can switch from media to AC controls. While it saves space on the dashboard, I am not completely sold on its usability. If you are driving and want to make any changes, you will have to take your eyes off the road.</p>
<p><img src="https://images.autox.com/uploads/2025/05/KIA-Carens-clavis-6-1747369221418.webp" alt="KIA Carens clavis interior .jpg" style="width: 100%; height: auto;"></p>
<p>The second row has not seen many changes and you can get the Clavis in 6- and 7-seater variants, just like the Carens. The 7-seater option does come with a three-point seatbelt for the middle passenger this time around. Also, there is a walk-in feature that allows you to adjust the front passenger seat from the second row by using a lever on the side of the seat. Similarly, there is a one-touch tumble function for the left-side second row seat, which makes getting into the third row easier. Since the bigger sunroof extends till the second row, the roof-mounted AC vents have been moved to the sides. It was a bit disappointing to see that the underthigh support in the second row has not improved.</p>
<div style="width: 100%; height: auto;" class="post-image">
    <img src="https://images.autox.com/uploads/2025/05/KIA-Carens-clavis-10-1747369599171.webp" alt="KIA Carens clavis 3rd row seats.jpg" style="width: 100%; height: auto;">
</div>
<p>The third row is also rather decent for shorter journeys. It is much more suited for children than adults, considering the lack of underthigh support and legroom. I do, however, like that Kia has given AC vents, reading lights, two USB-C ports and cupholders even in the last row. <br></p>
<h2>Kia Carens Clavis: Powertrain Options</h2>
<p>The drivetrain options remain the same as the Carens — a 1.5-litre NA petrol, 1.5-litre turbo-charged petrol and 1.5-litre diesel. The power and torque figures remain unchanged, too, but the Clavis also gets a 6-speed manual transmission along with the 1.5 turbo-petrol. </p>
<div style="width: 100%; height: auto;" class="post-image">
    <img src="https://images.autox.com/uploads/2025/05/KIA-Carens-clavis-8-1747369643631.webp" alt="KIA Carens clavis turbo petrol engine.jpg" style="width: 100%; height: auto;">
</div>
<p>The Clavis is a comfort-oriented vehicle and that is apparent in the quiet cabin, light steering wheel and absorbent suspension. Ground clearance is not a problem either, as I did not bottom out even while clearing tall speedbreakers. Unlike the Carens, the Clavis does get 20 Level 2 ADAS features that make your driving experience safer. The additional cameras fitted onto the car also enable a surround view feature which makes parking the vehicle easier. <br></p>
<h2>Kia Carens Clavis: Verdict<br></h2>
<p>The Carens Clavis is definitely a step up from the Carens. It looks more modern, has more features, while retaining a plush ride experience and the versatility of multiple powertrain options. While pricing is not out yet, we know that it will be more expensive than the Carens. As long as Kia manages to have a modest increase of around Rs 1-1.5 lakh over the Carens, the Clavis will be an easy recommendation for families.<br></p>

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

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

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

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

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

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

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

    
  
    
  


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

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

    
  
    
  


<h2>So, what’s under the hood?</h2>

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


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

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

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

    
  


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

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




<p>[tabs]</p>

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

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

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

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

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

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

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

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

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

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

<p>[/tab]</p>

<p>[/tabs]</p>


Ferrari 12Cilindri Spider First Drive Review: Versatility in Verde

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

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