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<p>Porsche India&nbsp;is a division of&nbsp;<a href="https://www.autox.com/new-cars/volkswagen/" title="Volkswagen">Volkswagen</a>&nbsp;Group Sales India Private Limited, with its headquarters in Mumbai. It is now the sole importer for Porsche’s range of sport luxury cars – including the iconic 911, Boxster, Cayman,&nbsp;Macan, Cayenne and the&nbsp;Panamera.</p>

<hr />
<p>The Porsche range is available through the network of exclusive Porsche Centres across the country, located in Gurugram, Bengaluru, Ahmedabad, Kochi, Kolkata and Mumbai as of 2018. Porsche Centre Gurugram became the first official Porsche showroom to launch in India. While Porsche had made its way to India through an import agreement with Precision Cars India back in 2007, it was only in 2012 that Volkswagen, who had purchased Porsche by then, made an announcement to bring in Porsche as an independent sales brand to India.</p>

<p>As a result, the first ever Porsche cars in India to be launched officially were the 911 Carrera, Boxster and the Cayenne. The range of Porsche all cars in India (as of 2018) consists of the 718 Cayman, 718 Boxster, 911 Carrera, 911 Turbo, 911 GT3 RS, Panamera, Macan and the Cayenne. In words of the company itself, all Porsche car models showcase exemplary driving characteristics, thoroughbred performance, engineering excellence, attention to detail and exquisite craftsmanship.</p>

<p>As of 2018, the Panamera is the priciest Porsche car on sale in India, making it the flagship model for Porsche India.</p>

<p>Porsche car prices start from around 86 lakh rupees for the 2018 718 Cayman. All Porsche car price listings can be found on the website of&nbsp;<a href="https://www.autox.com/" title="autoX">autoX</a>.</p>


<p><em><strong>Sure, the Cayenne has been a massive sales success, but Ishan hasn’t really been convinced by the concept of a Porsche SUV. Can the latest Cayenne Turbo finally convert him?</strong></em></p>

<p>I distinctly remember the time when the first Porsche Cayenne was announced. It was in the early 2000s, when high-speed internet didn’t exist in our country, mobile phones were still prohibitively expensive – at least for a college student like me – and mobile internet was non-existent. In those days, we got our information by actually reading daily, weekly and monthly publications – something which people today appear to be forgetting in this world of videos and apps. On a side note, I happen to still value reading. Anyway, the Cayenne was a hot topic of debate for many months in the car enthusiast community that I was a part of. For purists – and I was one of them – the Cayenne was the absolute antithesis of a Porsche. Big, heavy and an SUV. And let’s not even start on its design…</p>

<p><strong>A runaway success&nbsp;</strong><br />
Some much more experienced commentators at the time predicted that, with the upcoming SUV boom, the Cayenne would take Porsche’s business and sales volumes to numbers that are usually only dreamt of by CEOs. And, surprise, surprise, those commentators were proven absolutely right. While it might have pissed off the purists, the Cayenne – launched just at beginning of the global SUV boom – began selling in numbers that made it by far the biggest selling product in Porsche’s range. But that wasn’t it. The success of the Cayenne wasn’t just a success of a car, it also opened the doors to much more. In fact, cars like the revolutionary 918 Spyder and Porsche’s recent Le Mans wins were made possible only because of the financial success of the Cayenne – and, more recently, the Macan.&nbsp;</p>

<p><img alt="2018 Porsche Cayenne Turbo Front View" src="/uploads/2019/01/2018-porsche-cayenne-front-three-quarter1.jpg" /></p>

<p>Now, it isn’t difficult to see why the Cayenne became such a success. Customers, especially in the American market, were fast moving towards SUVs, and, given the varied weather conditions in the US, the all-wheel drive Cayenne made a lot of sense. Sure, the design of the first-gen Cayenne wasn’t everyone’s cup of tea, but the car sold in numbers that was beyond anyone’s imagination. To put is simply, the Cayenne was a runaway success.&nbsp;</p>

<p><strong>The latest evolution</strong><br />
One of the discernible aspects of Porsche’s products is that the styling is always evolutionary, and not revolutionary. And the third-gen Cayenne continues the trend. Sure, it looks infinitely better than the last two Cayennes, but it retains the basic characteristics of the original car. To give credit where it’s due, though, I think the designers at Porsche worked really hard to make the Cayenne look more like a traditional Porsche – and to some extent they’ve been successful. I personally think that the design is far better than the two earlier generations. It’s even made the idea of a Porsche SUV more palatable for purists – if I may speak on their behalf.&nbsp;</p>

<p><img alt="Porsche Cayenne Turbo Dashboard" src="/uploads/2019/01/2018-porsche-cayenne-dashboard.jpg" /></p>

<p>The size of the Cayenne is manageable, the stance and road presence quite good, and touches like the LED headlight, big front air dam and the big wheels work well for the latest generation. Of course, being the current range-topping version of the Cayenne, the Turbo offers a lot of unique features, like standard 21-inch wheels – but my favourite exterior design is the single-piece taillight structure, which looks stunningly good. Also, the raised Porsche badging on the rear is a fantastic touch.&nbsp;</p>

<p><strong>A manifestation of quality</strong><br />
Of course, one of the largest changes that we’ve seen in Porsches over the past two decades has been the way in which their interior design and quality have evolved. And I’m not only talking about ergonomics, but also the quality and equipment levels of their cars. Like most other current products from Zuffenhausen, the Cayenne’s interior fit-and-finish and general quality levels are incredibly good. This applies especially to the surfaces that one can touch and feel – they feel like a true manifestation of quality. Of course, being a fairly large SUV, the Cayenne is also very practical. It allows for easy motoring for five adults, and also provides ample space in the boot.&nbsp;</p>

<p>The haptic feedback of the touchscreen and buttons on the centre console do take some getting used to, but, overall, the interior controls of the Cayenne work quite well. The large 12.3-inch touchscreen has tremendous resolution and very crisp graphics, making it a pleasure to look at. The Turbo also comes equipped with a 710-watt Bose sound system, sports seats and a multifunction sports steering wheel as standard.&nbsp;</p>

<p><img alt="New Porsche Cayenne Turbo Headlamp" src="/uploads/2019/01/2018-porsche-cayenne-projector-headlamp.jpg" /></p>

<p><strong>Lighter &amp; faster</strong><br />
Enough about the appearance, the proof of a product like the Cayenne Turbo is in the driving. And here, the third-gen car features a raft of improvements over the last one. A weight reduction of up to 65kgs, new three-chambered air suspension, rear-wheel steering – a first for a Cayenne – and even a 48-volt roll stabilisation system. All that tech jargon might sound a bit intimidating, but, honestly, the Cayenne Turbo is simply phenomenal to drive. The response from the 4.0-litre twin-turbo V8 is absolutely instant, there’s simply no turbo lag – mainly because the turbos are nestled in the V of the engine, providing instant throttle response – and the performance is stunning.&nbsp;</p>

<p>For an SUV weighing over 2 tons, not only does it do the 0 to 100km/h run in a mere 3.9 seconds, but the Cayenne also feels wonderfully sharp and extremely eager to change direction. The acceleration and the traction from the all-wheel drive system is fantastic, and the gearbox shifts instantly. In fact, the anti-roll system works so well that the Cayenne drives more like a car with raised seating rather than any SUV that I’ve ever driven before. The steering response is sharp enough for you to understand how effective the rear-wheel steering system actually is. Changing lanes or taking tight corners is an absolute breeze in the Cayenne, helped also by the excellent steering feel. Uniquely, the Cayenne Turbo is the first SUV in the world to feature an adaptive spoiler that changes its position based on the speed of the car and inputs of the driver. So, when cruising at high speeds, it helps increase downforce on the rear axle, and, when braking from high speed, it changes position to shorten the braking distance.&nbsp;</p>

<p><strong>A convert</strong><br />
Such is the appeal of the current Cayenne, especially in Turbo form, that it’s hard for even me to find fault with it. The SUV’s engineering levels are phenomenal, and despite turbocharging, the engine response and it’s practicality in daily traffic – it can also be ferociously fast when pushed – is a Jekyll and Hyde trait that you never get bored of exploiting. Combine this with brilliant ride quality, despite the 21-inch wheels, and excellent handling, and there’s not much to criticise about the latest Cayenne Turbo. However, if I were to nit-pick, I ‘d say that it’s price of well north of `2 Crore on road is the only fly in the ointment. But you certainly get what you pay for, and if you’re looking for a performance SUV that is usable every day, fairly non-ostentatious and immensely practical, the Cayenne Turbo is very hard to argue against. So much so that it’s made even a person like me – a Porsche purist – a believer in the concept of the Cayenne. &nbsp;&nbsp;</p>

<hr />
<p><img alt="2018 Porsche Cayenne Turbo Badges" src="/uploads/2019/01/2018-porsche-cayenne-badges.jpg" /></p>

<p><em>The third-gen Cayenne looks infinitely better than the last two generations, but it retains the basic characteristics of the original car. To give credit where it’s due, though, the designers have worked hard to make the Cayenne look more like a traditional Porsche.</em></p>

<p>[tabs]</p>

<p>[tab title="<strong>Porsche Cayenne Turbo </strong>"]</p>

<p><strong>Engine:</strong>&nbsp;3,996cc / V8 / Twin Turbocharged</p>

<p><strong>Fuel:</strong>&nbsp;Petrol</p>

<p><strong>Transmission:</strong>&nbsp;8-Speed Automatic / All-Wheel Drive</p>

<p><strong>Power:</strong> 542bhp @ 5,750 - 6,000rpm</p>

<p><strong>Torque:</strong> 770Nm @ 1,960 - 4,500rpm</p>

<p><strong>Acceleration: </strong>0-100km/h — 3.9 seconds</p>

<p><strong>Price:</strong>&nbsp;₹1.92 Crore (Ex-showroom)</p>

<p>&nbsp;</p>

<p><strong>X-Factor:&nbsp;</strong>It’s incredibly fast, wonderfully practical and hard to argue against. Honestly, it’s difficult to find fault with the Cayenne Turbo.</p>

<table cellpadding="1" cellspacing="1">
	<tbody>
		<tr>
			<td>
			<p><strong>Pros &nbsp;</strong>&nbsp; &nbsp;&nbsp;&nbsp; &nbsp;&nbsp;&nbsp;<br />
			•&nbsp;Insanely quick &amp; responsive<br />
			•&nbsp;Very impressive quality levels</p>
			</td>
			<td>
			<p><strong>Cons</strong><br />
			• Only for the super-rich</p>
			</td>
		</tr>
	</tbody>
</table>

<p>[/tab]</p>

<p>[/tabs]</p>


Porsche Cayenne Turbo Review: First Drive

A big, brawny Porsche SUV is an absolute antithesis for a motoring journalist. But in a world surrounded by SUVs, the Porsche is one of those fewer UVs to offer an immaculately immersive experience behind the wheel. Find out more in our full review.

Porsche Cayenne [2018-2022] price starts at ₹ 13561000. Check specifications, features, mileage, colours, variants, images, FAQs, news, reviews, and videos.

New Porsche Cayenne Bookings Commence in India

Porsche Cayenne Platinum Edition launched at Rs 1.47 crore

Porsche showcases Platinum Edition Cayenne

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Porsche

Porsche Cayenne [2018-2022]

Common in India

<p>The most common expensive SUV you will see around. I liked it very much, but the mileage is too less. Still not practical for people who do daily driving. Even the shape is starting to look old.</p>


RightHandDriving

2995 CC

3996 CC

<p>Porsche, the German automobile manufacturer,&nbsp;unveiled the 2024&nbsp;Cayenne earlier this week at the Shanghai Auto Show. In a recent development, bookings for the opulent SUV are now being accepted by Porsche India. Further, the brand has said that deliveries of the car&nbsp;will start in July this year.&nbsp;Compared to a normal mid-cycle update, this&nbsp;round of updates received by the new Cayenne facelift&nbsp;is significantly more important.&nbsp;The third generation of the Cayenne has undergone a complete makeover by Porsche, including modifications to the chassis, engine, interior, and exterior styling. In addition to improving on- and off-road performance, this has also improved luxurious daily comfort.&nbsp;Porsche has completely redesigned the third-generation Cayenne, including changes to the powertrain, chassis, design, and equipment. The new Cayenne with an ICE engine will continue to be sold through the end of the decade, along with an entirely new, electrically powered Cayenne that will debut in 2026. Let us now have a more detailed look at the significant updates on the 2024 Cayenne facelift.&nbsp;</p>

<p><strong>Also Read:&nbsp;</strong><a href="https://www.autox.com/news/car-news/porsche-cayenne-facelift-marks-global-debut-comes-with-more-power-112956/">Porsche Cayenne Facelift Marks Global Debut; Comes with More Powerful V8 Engine</a></p>

<h2>2024 Porsche Cayenne: Powertrain Details</h2>

<p>In terms of drivetrains, the base Cayenne continues to be propelled by a 3.0-litre turbocharged V6 engine that delivers 348bhp of maximum power and 499Nm of peak torque, which is significantly more than before. The Cayenne E-Hybrid combines an upgraded electric motor with a turbocharged V6 to produce 174bhp. It produces 463bhp overall, eight bhp more than before. The battery's capacity increased from 17.9kWh to 25.9kWh.</p>

<p><img alt="2024 Porsche Cayenne Rear" height="720" src="/uploads/2023/04/2024-Porsche-Cayenne-rear.jpg" width="1280" /></p>

<p>Instead of the previous V6 engine, the Cayenne S now has a 4.0-litre twin-turbocharged V8 engine. The output of this engine is substantially greater at 468bhp and 599Nm. With the optional Sport Chrono Package, the base model and the Coupe can reach 96km/h from a standstill position in 4.4 seconds, with a top speed of 272km/h. The top-of-the-line Cayenne Coupe Turbo GT has a 4.0-litre V8 twin-turbo engine that generates 650bhp, which is more power than before. With a top speed of 304km/h, it accelerates from 0 to 96 km/h in 3.1 seconds.</p>

<h2>2024 Porsche Cayenne: Design and Colour Options</h2>

<p>The updated Cayenne's exterior features a new bonnet, new wings, angular HD matrix LED headlights for maximum visibility, and a redesigned bumper with large air intakes.&nbsp;It comes in three different colours: Montego Blue Metallic, Algarve Blue Metallic, and Arctic Grey, as well as an optional lightweight sports package. It has a sloping roofline and new alloy wheels in sizes 20-, 21-, and 22-inches. In terms of the rear profile, the car comes standard with 3D taillights, a redesigned bumper, a reworked apron, a ducktail spoiler, and quad tail pipes. To mimic the Cayenne Coupe, the licence plate is mounted lower on the bumper.&nbsp;</p>

<h2>2024 Porsche Cayenne: Interior Features</h2>

<p><img alt="Porsche Cayenne 2024" height="720" src="/uploads/2023/04/Porsche-Cayenne-2024.jpg" width="1280" /></p>

<p>The interior of the SUV has undergone the most significant change. It got a brand-new dashboard. A 12.6-inch freestanding, curvy, fully digital instrument cluster is provided for the driver. New features have been added to the stalks and steering wheel controls. A standard 12.3-inch touchscreen infotainment display is installed in the centre stack. The gear shifter is located between the two screens on the dashboard. Additionally, the console has an angled section that houses a panel with switches and capacitive buttons for the HVAC controls in the cabin. A 15-watt inductive charging tray for mobile devices is now available for the SUV. A 10.9-inch display is available for the front passenger as well, allowing them to use the navigation or stream videos.</p>

<p><strong>Also Read:&nbsp;</strong><a href="https://www.autox.com/news/car-news/electric-porsche-cayenne-could-launch-globally-in-2026-112666/">Electric Porsche Cayenne Could Launch Globally in 2026</a></p>

<h2>2024 Porsche Cayenne: Expected Price and Launch Details</h2>

<p>According to industry reports, the new Cayenne will be available in standard SUV and coupe variants and will go on sale in the country by the end of this year. The bookings&nbsp;for the model are now underway in the country, and the deliveries for the same will commence in July 2023.&nbsp;We expect it to be more expensive than the current model, which costs between Rs 1.27 crore and Rs 2.57 crore (ex-showroom) in India.</p>

<p>&nbsp;</p>


Porsche unveiled the new Cayenne at the Shanghai Auto Show earlier this week. Porsche India has now opened reservations for the luxury SUV. The brand also stated that deliveries will begin in July 2023.

<p><strong>The Porsche Cayenne Platinum Edition is available in standard and E-Hybrid variants.</strong></p>

<p>Just a few weeks ago, Porsche unveiled the Cayenne Platinum Edition internationally as a special variant of the Cayenne, with a few design changes and some extra standard equipment. Now, the Cayenne Platinum Edition has made its way to the Indian market. Let’s see what’s new here.</p>

<p>The exterior of the Cayenne Platinum Edition features 21-inch RS Spyder Design rims, finished in Satin Platinum, along with similar Satin Platinum elements on the intake, badges, and even the rear ‘Porsche’ lettering. Contrasting this is a high-gloss black finish on the window surrounds and exhaust pipes.</p>

<p><img alt="Cayenne Platinum Edition Front" height="700" src="/uploads/2022/01/Cayenne-Platinum-Edition-front.jpg" width="1200" /></p>

<p>Inside, the Cayenne Platinum Edition gets Porsche crests on the headrests, a clock on the dashboard, Crayon seatbelts, brushed aluminium door sills with ‘Platinum Edition’ lettering, a Bose surround-sound system, and a textured aluminium interior package.&nbsp;</p>

<p><img alt="Cayenne Platinum Edition interior jpg" height="700" src="/uploads/2022/01/Cayenne-Platinum-Edition-interior.jpg" width="1200" /></p>

<p>Standard equipment includes Porsche Dynamic Light System (PDLS), the aforementioned Bose sound system, and eight-way adjustable sports seats, among others. Customers will have the option to choose between solid white and black colours – there are some optional metallic paint finishes as well, such as Jet Black, Carrara White, Mahogany, Moonlight Blue, and Crayon.</p>

<p><img alt="Cayenne Platinum Edition front detail jpg" height="700" src="/uploads/2022/01/Cayenne-Platinum-Edition-front-detail.jpg" width="1200" /></p>

<p>Pricing for the Cayenne Platinum Edition starts at Rs 1.47 crore, with the E-Hybrid variant costing Rs 1.88 crore. The Cayenne Coupe Platinum Edition has also been priced almost identically at Rs 1.47 crore, and the Coupe E-Hybrid costs Rs 1.88 crore.&nbsp;</p>

<p>&nbsp;</p>

<p><strong>Also read:</strong></p>

<p><a href="https://www.autox.com/news/car-news/porsche-india-clocks-highest-ever-annual-sales-110626/">Porsche India clocks highest-ever annual sales</a></p>

<p><a href="https://www.autox.com/news/car-news/porsche-showcases-platinum-edition-cayenne-110604/">Porsche showcases Platinum Edition Cayenne</a></p>


The Porsche Cayenne Platinum Edition is on sale in India just a week after its international unveil. It will be sold in both standard SUV and Coupe body styles and in the base and E-Hybrid variants. The Platinum Edition models get extra standard equipment and subtle design changes.

<p><strong>The Cayenne Platinum Edition gets silver accents, exclusive details and more standard equipment.</strong></p>

<p>Last year, Porsche introduced the Panamera Platinum Edition, which also made its way to India in December 2021, and now joining the Platinum Edition is the Cayenne. Like we saw with the Panamera, the Cayenne Platinum Edition gets subtle detailing, ‘Platinum Edition’ badging, and more standard equipment to differentiate it from the regular Cayenne. If it comes to India, it will be available in both standard SUV and Coupe body styles. Let’s talk about what’s new here.</p>

<p><img alt="Cayenne Platinum Edition Rear" height="700" src="/uploads/2022/01/Cayenne-Platinum-Edition-rear.jpg" width="1280" /></p>

<p>On the outside, the Cayenne Platinum Edition gets its intakes, badges, 18-inch RS Spyder Design rims, and the rear ‘Porsche’ lettering, all finished in Satin Platinum. The tailpipes and window surrounds are finished in a high-gloss black. Colour options on the Platinum Edition include solid white and black, as well as metallic colours such as Jet Black, Carrara White, Mahogany, Moonlight Blue, and Crayon.</p>

<p><img alt="Cayenne Platinum Edition Front Detail" height="700" src="/uploads/2022/01/Cayenne-Platinum-Edition-front-detail.jpg" width="1200" /></p>

<p>Inside, the Platinum Edition gets Crayon seatbelts, brushed aluminium door sills with ‘Platinum Edition’ lettering and a textured aluminium interior package. The Platinum Edition also gets more standard equipment, including the LED headlights with PDLS (Porsche Dynamic Light System), a Bose surround sound system, eight-way adjustable sport seats, Porsche crests on front and rear headrests, and an analogue clock on the dashboard, among others.&nbsp;</p>

<p><img alt="Cayenne Platinum Edition Interior" height="700" src="/uploads/2022/01/Cayenne-Platinum-Edition-interior.jpg" width="1200" /></p>

<p>The Cayenne Platinum Edition is available internationally in standard, S, and E-Hybrid variants, and you can expect to see the same variants here in India too if it arrives here, that is. As far as pricing goes, we expect it to be around Rs 1.7 crore.</p>

<p>&nbsp;</p>

<p><strong>Also read:</strong></p>

<p><a href="https://www.autox.com/reviews/car-reviews/2021-porsche-panamera-review-first-drive-109250/">2021 Porsche Panamera Review: First Drive</a></p>

<p><a href="https://www.autox.com/news/car-news/porsche-cayenne-turbo-gt-unveiled-109669/">Porsche Cayenne Turbo GT unveiled</a></p>


The Porsche Cayenne Platinum Edition gets an exclusive rim design, subtle design detailing on the outside, commemorative badging and more standard equipment to differentiate it from the regular Cayenne variants.

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<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.

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

<p>&nbsp;</p>

<p>[tabs]</p>

<p>[tab title="<strong>2025 Ather 450X</strong>"]</p>

<p><strong>Motor:</strong> Permanent Magnet AC</p>

<p><strong>Battery:</strong> 3.7kWh</p>

<p><strong>Power:</strong> 8.4BHP</p>

<p><strong>Torque:</strong> 26NM</p>

<p><strong>Price:</strong> ₹1.87 Lakh (Ex-showroom Bengaluru)</p>

<p><strong>X-Factor:&nbsp;</strong><em>The most fun and feature-rich e-scooter</em></p>

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

			<p>•&nbsp; Smart Design</p>

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

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

<p>[/tab]</p>

<p>[/tabs]</p>


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

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

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