"
<div id='div-gpt-ad-1685987641176-0' style='min-width: 728px; min-height: 90px;'>
  <script>
    googletag.cmd.push(function() { googletag.display('div-gpt-ad-1685987641176-0'); });
  </script>
</div>"

"
<div id='div-gpt-ad-1685988845696-0' style='min-width: 300px; min-height: 100px;'>
  <script>
    googletag.cmd.push(function() { googletag.display('div-gpt-ad-1685988845696-0'); });
  </script>
</div>"

"
<div id='div-gpt-ad-1685987443833-0' style='min-width: 300px; min-height: 600px;'>
  <script>
    googletag.cmd.push(function() { googletag.display('div-gpt-ad-1685987443833-0'); });
  </script>
</div>"

"
<div id='div-gpt-ad-1685988845696-0' style='min-width: 300px; min-height: 50px;'>
  <script>
    googletag.cmd.push(function() { googletag.display('div-gpt-ad-1685988845696-0'); });
  </script>
</div>"

"
<div id='div-gpt-ad-1685987471958-0' style='min-width: 728px; min-height: 90px;'>
  <script>
    googletag.cmd.push(function() { googletag.display('div-gpt-ad-1685987471958-0'); });
  </script>
</div>"

"
<div id='div-gpt-ad-1685988794939-0' style='min-width: 300px; min-height: 100px;'>
  <script>
    googletag.cmd.push(function() { googletag.display('div-gpt-ad-1685988794939-0'); });
  </script>
</div>"

"
<div id='div-gpt-ad-1685987668152-0' style='min-width: 300px; min-height: 250px;'>
  <script>
    googletag.cmd.push(function() { googletag.display('div-gpt-ad-1685987668152-0'); });
  </script>
</div>"

"
<div id='div-gpt-ad-1685988870867-0' style='min-width: 300px; min-height: 250px;'>
  <script>
    googletag.cmd.push(function() { googletag.display('div-gpt-ad-1685988870867-0'); });
  </script>
</div>"

"
<div id='div-gpt-ad-1685987583233-0' style='min-width: 300px; min-height: 250px;'>
  <script>
    googletag.cmd.push(function() { googletag.display('div-gpt-ad-1685987583233-0'); });
  </script>
</div>"

"
<div id='div-gpt-ad-1685988818626-0' style='min-width: 300px; min-height: 250px;'>
  <script>
    googletag.cmd.push(function() { googletag.display('div-gpt-ad-1685988818626-0'); });
  </script>
</div>"

"
<div id='div-gpt-ad-1685988724717-0' style='min-width: 300px; min-height: 250px;'>
  <script>
    googletag.cmd.push(function() { googletag.display('div-gpt-ad-1685988724717-0'); });
  </script>
</div>"

<p>Established in 2005 Nissan Motor India Private Limited (NMIPL) is a wholly-owned subsidiary of Nissan Motor Company of Japan. In 1999, Nissan was facing severe financial difficulties due to which it entered into an alliance with Renault. The first ever Nissan car in India was the X-Trail, which was brought in as a CBU.</p>

<hr />
<p>However, due to Nissan’s unfamiliarity with the Indian car buyers, the X-Trail failed to take-off as a successful model. Same was the case with the other Nissan car models like the 370Z and the Teana, which were launched in 2010 and 2011 respectively.</p>

<p>Falling back to its global alliance partner Renault, NMIPL and Renault signed a MoU with the Government of Tamil Nadu in 2008 in order to set up a manufacturing plant near Chennai. In March 2010, the plant was officially inaugurated. Post this restructuring the Nissan Micra became the first official offering from Nissan India, launched in 2010. In 2016, Nissan wanted to expand its product portfolio by tapping into the rising demand for supercars in the country, as a result of which, it launched its global icon, the GT-R, in India.</p>

<p>Nissan has a relatively restricted number of cars on sale in India, starting with Micra, Sunny, Kicks, Terrano, and the GT-R supercar. All Nissan cars in India are manufactured in Oragadam, Tamil Nadu.</p>

<p>Nissan car prices (as of 2019) range from Rs. 5.25 lakh for the base Micra model, and goes all the way up to a mind-numbing Rs. 2.12 crores for the performance-packed GT-R.&nbsp;</p>


<p><em>To become a true GT-R convert, Dhruv had to take Godzilla by the horns – at Spa, in the pouring rain! Frankly, there was no telling how this would end up…</em></p>

<p>Whenever we’ve tested the Nissan GT-R before – specifically at the Dubai Autodrome many years ago, and more recently at the Buddh International Circuit – we’ve used phrases such as ‘neck-snapping acceleration,’ or ‘face distorting grip levels’ in an attempt to describe the many ways in which Godzilla can alter your anatomy when prodded. Well, the Nissan engineers appear to have taken pity on us lily-livered motoring hacks and potential customers by adding a few more doses of civility into the 2017 GT-R. Godzilla, it seems, has been squeezed into a tux!</p>

<p>Just as well I suppose, since Nissan is finally on the verge of launching its long-time halo car in India. And, of course, while we love being shoved into our seatbacks we don’t mind keeping our tooth fillings in place at the same time – as we attempt to circumnavigate the pothole-ridden surfaces masquerading as roads in the majority of our cities.</p>

<p><img alt="Nissan GT-R Dashboard" class="alignleft size-full wp-image-72656" src="/uploads/2016/07/nissan-gt-r-dashboard.jpg" style="width: 642px; height: 336px;" /></p>

<p>So, the first thing that you notice as you approach the GT-R is that it has a slightly friendlier face and a far more opulent cabin – not to mention driving manners that are a lot more civil around town and on the highway. Our orange test car even had a matching interior with swathes of Napa leather to ensure that every surfaces we touched was as smooth as a baby monster’s bottom – well, it is still Godzilla at the end of the day.</p>

<p>But it has to be said that the leather stitching on the dash, centre console, and door panels completely transforms the cabin. While, in the past, you would simply tolerate its boot camp interior because this machine did what it did when pushed, you no longer have to make any excuses whatsoever when seated in the cabin. In fact, the seats are surprisingly comfortable on long blasts down the Autobahn – and the boot is big enough for more than a couple of bags. It appears, then, that Nissan is finally taking the ‘GT’ portion of its name – Gran Turismo, or grand touring car – seriously.</p>

<p>Don’t for a second, however, think that the GT-R has gone soft. Sure, the ride is far more compliant in ‘Comfort’ (in fact, the improvement in ride quality is the most positive change in my book), and the sound levels in the cabin are much reduced, but let’s take a slightly more detailed look at some of the changes to the 2017 model – shall we? Let’s start with the V in the bonnet. At first glance you may think that this has been done to make the GT-R look less aggressive and more disarming. But mention that to the Nissan engineers and they simply laugh. No, they say, they haven’t made any changes for the sake of “entertainment” – they consider styling ‘entertainment’ obviously. “No, we’ve redesigned the front end to provide more downforce between 250-300km/h,” says an engineer very matter-of-factly. This, of course, means that you’re not really getting your money’s worth unless you’re doing over 250km/h.</p>

<p><img alt="New Nissan GT-R Rear View" class="alignleft size-full wp-image-72652" src="/uploads/2016/07/nissan-gt-r-rear-view.jpg" style="width: 642px; height: 336px;" /></p>

<p>Perhaps this is why Nissan India brought a bunch of us to Germany to test the new GT-R on some unrestricted stretches of Autobahn, as well as – and this was the piece-de-resistance – on the legendary Spa Francochamps circuit in Belgium. The Nissan engineers have, of course, added more power – 20 horses worth – as well as vastly improved the torque curve by providing better cooling. They’ve also cleaned up the C-pillars slightly and borrowed the tail from the previous generation NISMO GT-R (NISMO is Nissan’s racing division) to clean up the airflow and turbulence coming off the car to improve aerodynamic efficiency. So, bear in mind – with power upgrades, added creature comforts, and aerodynamic gains – this is more than just a mere facelift.</p>

<p>We flew into Dusseldorf, and the plan was to pick up the cars from the airport and take the long way to Spa, which would give us two-and-a-half hours worth of Autobahn time – as well as the chance to carve through some country roads before we got to the track. The problem, however, was the weather. Not only was it quite miserable on account of constant rain, but the visibility in some cases didn’t stretch beyond a couple of metres at best. Still, these are conditions that the GT-R revels in. All-wheel drive means that traction is immense, even in the worst conditions. And with the added power and improved torque, it was a case of absolute power on demand. You merely had to think about pressing on, and the GT-R would leap forward in response. What about turbo lag from the twin turbos, you ask? Well, the Nissan engineers would have none of it. The phrase ‘turbo-lag’ is no longer in their lexicon it appears.</p>

<p><img alt="2016 Nissan GT-R Logo" class="alignleft size-full wp-image-72648" src="/uploads/2016/07/nissan-gt-r-logo.jpg" style="width: 642px; height: 336px;" /></p>

<p>Each GT-R motor is assembled by hand by master craftsmen – they’re known as Takumi Masters – and even the engineers speak of them in reverential hushed tones. The GT-R Chief Engineer is an intense, but funny, man (read: genius) by the name of Tamura San. And to fully get the GT-R, you have to sit down with him over a beer to get some sense of the level of detail and excellence that goes into each and every engineering decision in this car. Oh, and by the way, there are only engineering decisions here – remember, to alter something simply for its appearance would be ‘entertainment’ after all! This is also prevalent when you try and use the nav system or stereo, which you soon discover is quite hopeless.</p>

<p>But we’re not here to fiddle with the on-board entertainment. We’re here to toggle all the drive systems to their extreme setting and tackle the famous Eau Rouge corner – which was once the most challenging corner in Formula 1. Modern F1 cars generate so much downforce that the drivers now simply keep the throttle pinned while they weave through this blind left-right-left that leads you deep into the Eifel mountains.</p>

<p><img alt="Nissan GT-R Exhaust" class="alignleft size-full wp-image-72643" src="/uploads/2016/07/nissan-gt-r-exhaust.jpg" style="width: 642px; height: 336px;" /></p>

<p>When we arrive at Spa, we’re told the track is closed because of the weather conditions. The wet track the GT-R can handle, but the visibility means that its weakest link – the driver – is even more handicapped than ever. Fortunately, after about an hour or so, the conditions improve enough for the Nissan team to let us onto the track with a great deal of trepidation. Fortunately also, we each have a professional racing driver sitting alongside telling us exactly where to go even in near zero visibility at times.</p>

<p>We set off from behind the outside wall of the famous La Source hairpin, and head straight towards Eau Rouge – which, the first time you approach it, feels like you’re attempting to drive up a brick wall. It’s that steep – something that you just don’t pick up on in videos and pictures. The instructor actually had to put his hand on the steering and guide me through the corner the first time, because you’re literally driving blind. And, in these conditions especially, you really have to be careful when and where you begin to put the power down. After a couple of laps I was starting to get more comfortable and tried to put the power down a little early – not a good idea, as the car squirmed immediately because the road just seems to wash away from you as you approach the top of the hill. It’s really only once you’re on the Kemmel straight that you can really floor it. You then race towards Les Combes, before you approach the never-ending series of bends as the road drops down once again. Once you negotiate the likes of Pouhon and Stavelot you come up to the blindingly fast Blanchimont and then finally to the Bus Stop chicane and the F1 straight.</p>

<p><img alt="2016 Nissan GT-R Tyre Pic" class="alignleft size-full wp-image-72646" src="/uploads/2016/07/nissan-gt-r-pic13.jpg" style="width: 642px; height: 336px;" /></p>

<p>It’s all quite overwhelming the first time around, especially in these conditions. But, honestly, if there was one car that I had to choose in which to do it in it would be this one. In an age of electric steering systems that are completely devoid of feel, the GT-R retains a hydraulic steering rack that picks up the actual texture of the road beneath you. The all-wheel drive system, meanwhile, is completely unflappable while the traction control systems allow you a little leeway before cutting in. The thing is, though, that the chassis is so balanced and the tyres have so much grip that the traction control never really has to intervene – even in these conditions. The power delivery is still savage, and the grip levels still mind-bending, but on this day, on this track, in these conditions, the GT-R finally starts to make sense to me. I have to admit that I didn’t fully get it before. But, after talking with Tamura San, and understanding the sheer level of precision that they’re chasing, and experiencing the GT-R at Spa in the pouring rain, I get it now.</p>

<p>With this update, they’ve gone for more performance and more refinement – and that’s exactly what they’ve achieved. I have to admit that this is one of the best machines that I’ve sampled in my entire life. Period.</p>

<p>Long live Godzilla!</p>

<p><strong>Spa Francorchamps</strong><br />
<em>Spa is one of those old-school legendary circuits that is steeped in the history of courageous victories. Fortunately, modern-day Spa retains all its charm and character even to this day. Eau Rouge is everything you expect it to be – and more! The rest of the circuit, nestled in the Eifel mountains, isn’t bad either. The Eifel mountains, of course, are home to another legendary track – the Nurburgring Nordschleife circuit. I’ve had the pleasure of driving at the ‘Ring’ several times in the past, but this was my first visit to Spa. And while it’s not quite as challenging as the ‘Green Hell,’ it’s a circuit that’s not only beautiful but also one that truly tests courage and skill. I can only hope that it remains a permanent fixture on the Formula 1 calendar.</em><br />
<br />
<img alt="Nissan GT-R Engine" class="alignleft size-full wp-image-72644" src="/uploads/2016/07/nissan-gt-r-engine.jpg" style="width: 642px; height: 336px;" /><em>The twin-turbo 3.8-litre V6 produces 560 horses – but that’s only on 100-octane fuel. So, you’ll have to ensure that you find a pump with Speed 97 at the very least when the GT-R is launched in India later this year. The engine won’t complain with regular 91-octane, but the power rating will drop drastically – up to 150 horsepower according one of the Japanese engineers.</em></p>

<p><br />
<span style="font-weight: 300;"><img alt="Nissan GT-R Rear Three Quarter" class="alignleft size-full wp-image-72641" src="/uploads/2016/07/nissan-gt-r-rear-three-quarter.jpg" style="width: 642px; height: 336px;" /><br />
[tabs]</span></p>

<p>[tab title="NISSAN GT-R"]</p>

<p><strong>Engine:</strong> 3,799cc / 6-Cylinders / Twin-Turbocharged / DOHC / Direct Injection</p>

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

<p><strong>Transmission:</strong> 6-Speed Dual-Clutch / All-Wheel Drive</p>

<p><strong>Power:</strong> 562bhp @ 6,800rpm</p>

<p><strong>Torque:</strong> 637Nm @ 3,300–5,800rpm</p>

<p><strong>X-FACTOR:</strong> Godzilla has softened with age. Godzilla has also grown more motherly than ever - it simply makes you look like a better driver than you actually are!</p>

<p>[/tab]<br />
[/tabs]</p>

<p><strong>Also read:</strong>&nbsp;<a href="https://www.autox.com/track-test/nissan-gt-r-first-drive-at-bic/" target="_blank">Nissan GT-R Review</a></p>


Nissan GT-R Review, First Drive

Godzilla! The word that pops in the head whenever we think of the Nissan GT-R. On the face of it, the Godzilla receives a nip-and-tuck job this year. So, we head over to Autobahn - brimmed with anticipation - to get a grasp of what's new with this mighty Godzilla.

Nissan GT-R price starts at ₹ 20870728. Check specifications, features, mileage, colours, variants, images, FAQs, news, reviews, and videos.

2025 Nissan GT-R Unveiled in Japan, Is This the Final Roar of Godzilla?

The GT-R50 is the ultimate GT-R from Nissan and Italidesign

Nissan GT-R, Track Test

NULL

<div id='div-gpt-ad-1685987668152-0' style='min-width: 300px; min-height: 250px;'>
  <script>
    googletag.cmd.push(function() { googletag.display('div-gpt-ad-1685987668152-0'); });
  </script>
</div>

<div class="newsletter-bg">
		<div class="newsletter">
			<label> Subscribe to autoX Weekly Newsletter</label>		
		</div>
		<div class="main">
			<form id="frmWidgetNewsLetter" class="daily-newsletter-form">
				<input name="email" placeholder="your email address here" id="txtEmail" required="" type="email" autocomplete="off" >			
				<input name="submit" class="newsletterimg subscription-button" value="" type="submit">
				<span class="email_error"></span>
				<div class="subscriptions-response" ></div>
			</form>
		</div>		
	  </div>

<div id='div-gpt-ad-1685987583233-0' style='min-width: 300px; min-height: 250px;'>
  <script>
    googletag.cmd.push(function() { googletag.display('div-gpt-ad-1685987583233-0'); });
  </script>
</div>

Nissan

Nissan GT-R

RightHandDriving

3799 CC

<p>Nissan has unveiled the 2025 R35 GTR for the Japanese market with tempting new features like a blue interior option and Nismo upgrades for the T-Spec and Track Edition trims. Amidst rumours, it is speculated that the upcoming 2025 version might mark the end of the long-running R35 generation, which has remained unchanged since 2007. Although the exterior of this anticipated final model year remains unchanged, it does include the redesigned elements of the&nbsp;Godzilla that were introduced in the 2024 facelift. However, the most significant improvements can be seen in the interior. The GT-R Premium Edition now offers a captivating new Blue Heaven upholstery option, enhancing the driving experience with a touch of sophistication.</p>

<h2>2025 Nissan R35 GT-R: What's New?</h2>

<p>In the 2025 model year, the basis of the GT-R undergoes a substantial enhancement, particularly noticeable in the Premium Edition T-Spec and the Track Edition. These variants now feature weight-balanced piston rings, connecting rods, and crankshafts with high precision. These components were previously only available in the Nismo Special Edition. This improvement results in a more responsive engine, highlighted by quicker acceleration and faster turbo response for the V6 powertrain.</p>

<p><img alt="2025 Nissan R35 GTR Interior" height="720" src="/uploads/2024/03/2025-Nissan-R35-GTR-Interior.jpg" width="1280" /></p>

<p>An aluminium plate prominently showcases the name of the 'Takumi' engineer who carefully constructed the engine, serving as a symbol of the enhanced inner workings. Furthermore, the engine compartment is embellished with a gold plate, which highlights the superior quality and careful craftsmanship of these precisely designed parts.</p>

<h2>2025 Nissan R35 GT-R: Powertrain</h2>

<p>The GT-R's six-speed dual-clutch gearbox, variable four-wheel drive system, and Bilstein adaptive dampers are all unchanged aside from those upgrades. With its improved aerodynamics, carbon fibre body panels, reinforced shell, and front limited-slip differential, the Nismo variant maintains its specialised chassis setup. Forged 20-inch wheels and improved carbon ceramic brakes are two mechanical highlights.</p>

<p>Both the regular <a href="https://www.autox.com/news/car-news/paul-walkers-fast-furious-nissan-skyline-r34-gt-r-sells-for-usd-135-million-113185/">Nissan GT-R</a> and the Nismo flagship use the same twin-turbo 3.8-litre V6 engine, which produces 565bhp and 633Nm of torque, respectively. Although Nissan hasn't said anything about the R36's powertrain strategy just yet, the broad appeal of hybrid engines makes it seem like that could be the way things go.</p>

<p>At the Japan Mobility Show,<a href="https://www.autox.com/news/car-news/nissan-hyper-force-concept-ev-previews-next-gen-gt-r-claims-1341bhp-115049/"> Nissan unveiled the Hyper Force concept</a>, an all-electric sports car that hints at the GT-R's future development. Hyper Force-showcasing design concept could see production before 2030, according to reports, which could add several more years to the R35's manufacturing life.</p>


The Nissan GT-R's transmission, four-wheel drive system, and adaptive dampers remain unchanged, except for specific upgrades. The Nismo variant keeps its specialized chassis with enhanced aerodynamics, carbon fibre panels, a reinforced shell, and a front limited-slip differential.

<p>To celebrate 50 years of both brands, Italidesign and Nissan have collaborated to give us the ultimate GT-R.</p>

<p><span style="line-height:normal"><span style="font-weight:normal">With 2018 making the 50th anniversary of Italidesign and Nissan’s nameplate of the GT-R, both companies have decided to work together and commemorate the occasion with a new car.</span></span></p>

<p><img alt="Nissan GT R GT R50 Italidesign Rear" height="" src="/uploads/2018/06/Nissan-GT-R-GT-R50-Italidesign-Rear.jpg" width="" /></p>

<p><span style="line-height:normal"><span style="font-weight:normal">What they have come up with is the GT-R50. The prototype is based on the Nismo GT-R and will make its public debut next month, possibly at the Goodwood Festival of Speed. The GT-R50 features extreme styling, as the front and rear design has been heavily tweaked and topped off with a dual-tone paint scheme.</span></span></p>

<p><img alt="Nissan GT R GT R50 Italidesign Side Profile" height="" src="/uploads/2018/06/Nissan-GT-R-GT-R50-Italidesign-Side-Profile.jpg" width="" /></p>

<p><span style="line-height:normal"><span style="font-weight:normal">The GT-R50 was developed, engineered and built by Italidesign, but Nissan’s teams in Europe and America were responsible for the styling of its interior and exterior. In terms of design, the GT-R50 gets a more pronounced power bulge on the bonnet, sharper and thinner headlamps, a lower roofline and air inlets on the sides. At the back, the quad circular tail lamps have been kept to identify it as a GT-R, but the curves around it have been designed to make Godzilla more muscular to deliver a visually higher striking impact. The car sits on 21-inch wheels just to make sure one does not confuse it as a stock GT-R. The interior has been reworked to deliver a blend of Alcantara, leather and carbon fibre, with flashes of gold inserts to match the exterior.</span></span></p>

<p><img alt="Nissan GT R GT R50 Italidesign Interior" height="" src="/uploads/2018/06/Nissan-GT-R-GT-R50-Italidesign-Interior.jpg" width="" /></p>

<p><span style="line-height:normal"><span style="font-weight:normal">As for the engine, the 3.8-litre, V6 VR38DETT motor now develops 710bhp and 780Nm of torque. All due to a new pair of GT3-spec turbos and intercoolers, in addition to other race-derived parts. The power is transferred to the all-wheel-drive system through a new and stronger twin-clutch, six-speed gearbox with redesigned differentials and drive shafts. The suspension runs on a new set of adjustable Bilstein DampTronic system, while six-piston Brembos are employed for stopping power. While the standard car runs on specially developed Dunlop rubber filled with nitrogen, the GT-R50 will be equipped with Michelin Pilot Super Sports.</span></span></p>

<p><span style="line-height:normal"><span style="font-weight:normal">Nissan is adamant that this is not the next generation GT-R, but we can’t rule out the possibility of next one being inspired by this prototype is some way.</span></span></p>


To celebrate 50 years of both brands, Italidesign and Nissan have collaborated to give us the ultimate GT-R. With 2018 making the 50th anniversary of Italidesign and Nissan’s nameplate of the GT-R, both companies have decided to work together and commemorate the occasion with a new car.

Honda Rebel 500 vs Royal Enfield Super Meteor 650 Spec Comparison: What's Different?

Uttarakhand Government Sets Up 25 EV Charging Stations Along Char Dham Yatra Route

F1: Mickey Mouse in an F1 Car? Disney and Formula 1 Set to Collaborate in 2026

Lexus IS 500 Special Edition Arrives as a Potential Send-Off for the V8-Powered Sedan

Honda Scales Back EV Plans, To Launch 13 Hybrid Cars Beginning  2027

Maruti Suzuki Dzire Launched In South Africa; Priced Equivalent to Rs 10.66 Lakh

<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.

Nissan GT-R

Nissan GT-R Colour Options

Find the Cars of your Choice

Videos