"
<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>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>How do you improve on a product that’s already the fastest-selling vehicle you’ve manufactured in your 70-year history? It’s an unenviable challenge that Porsche faces with the latest version of its best-selling SUV – the Macan.&nbsp;</strong></em></p>

<p>Success can often be a double-edged sword – even more so if it’s in relation to a product that’s exceeded all expectations since its launch. Before I go any further, let’s rewind a bit. The year was 2002, and Porsche traditionalists – who are very loyal to the brand – were up in arms about Porsche’s first SUV, the Cayenne.&nbsp;</p>

<p>Why? Well, to the traditional customer, for the maker of one of the finest, most reliable and instantly recognisable sports cars in the world – the Porsche 911 – to manufacture an SUV was symptomatic of succumbing to the pressure of popular demand, which they felt was sacrilege and against everything that Porsche stood.</p>

<p>Porsche, however, knew that to survive in a fast-evolving world, they had no choice but to keep up with changing customer preferences.&nbsp;</p>

<p><img alt="Porsche Macan Front View" src="/uploads/2019/06/Porsche-Macan-S-review.jpg" style="width: 642px; height: 336px;" /></p>

<p><strong>Stunning success</strong><br />
Back to the present day, and the sales figures of Porsche’s line-up today is something that most Porsche purist would have found completely unimaginable two decades ago. Sure, there’s the 911 and the Boxster / Cayman duo that continues to shape the soul of the brand. But, the real growth of Porsche over the past two decades came from two SUVs – the Cayenne and the Macan. Over the past 5 years, the Macan alone sold over 400,000 units – something that Porsche couldn’t possibly have dreamt of during its sports-cars-only phase.&nbsp;</p>

<p>Now, back to my original predicament. You see, the success of a product like the Macan can be very tricky, for it’s easier to fall than to rise even higher, especially given the intense competition in the segment. And therein lies the challenge – to improve something that doesn’t have much room for improvement. A difficult task indeed!</p>

<p>&nbsp;But, of course, success does have its own benefits. In fact, Markus Meyer, Product Manager of the Macan, said to me during our drive that success means more customers, which, consequently, also means more feedback about the things that you can improve or change in the product. Clearly, with its record sales volume, there wasn’t much wrong with the Macan in the first place, but, in typical Porsche fashion, Markus and his team set about fine-tuning the product to suit the preferences and demands of the company’s ever-evolving worldwide customer base.&nbsp;</p>

<p>https://www.youtube.com/watch?v=LvZbg9cNeZU&amp;t=</p>

<p><strong>Nip &amp; tuck&nbsp;</strong><br />
First, as one would expect, there are a few design updates to bring the Macan in tune with the latest design trademarks of the brand. So, we’ve now got LED headlights (optional, depending on the model you buy) with LED daytime running lamps that resemble the four-post design of the latest Cayenne and the 919 racing car. However, the big change – for me, at least – is the massive tail light that runs across the width of the rear end of the car – a long-standing Porsche design trademark that’s being brought back. I love the single taillight look – it gives the Porsche a very distinctive visual identity when paired with the 3D Porsche badging at the rear.&nbsp;</p>

<p>One particular highlight – our test car had gorgeous 21-inch wheels (more on that later) and side panels in a black finish, which offered a nice contrast with the Miami Blue shade of the car.<br />
&nbsp;<br />
It’s the interior, however, that boasts bigger changes. Given the rapidly rising expectations of customers in terms of connectivity and multimedia, the Macan now comes with a brand new 10.9-inch high-resolution touchscreen, which is absolutely stunning to look at and use. Now, to fit this screen, Porsche had to completely redesign the dashboard. However, I think that given the expectations of today’s customers, the new design is a must.&nbsp;</p>

<p>Also of note is the build quality and high levels of finishing in the interior, which is by far the best in its segment. The way different materials – leather, aluminium, alcantara and carbon fibre – blend and fuse together to offer something discernibly striking is simply fantastic. &nbsp;</p>

<p><strong>Chasing Autobahns&nbsp;</strong><br />
One of the advantages of testing a new vehicle in Germany is the opportunity to drive it on unrestricted stretches of the Autobahn. Our first test car was the entry-level Macan, which is powered by a 2-litre turbocharged engine. With continual improvements in power delivery and efficiency, the latest version of the engine produces 241bhp and 370Nm. And while that might not sound like much, it does have quite a bit going in its favour. Full torque is available from as low as 1,600rpm, which means even the base model Macan drives like a car powered by a V6 engine. With a 0 to 100km/h sprint time of 6.5 seconds, the R4 engine-powered Macan is more than enough for everyday use. In fact, it almost allowed us to achieve the two-ton mark on the Autobahn without breaking a sweat.&nbsp;</p>

<p><img alt="Porsche Macan Rear Three Quarter Dynamic" src="/uploads/2019/06/Porsche-Macan-S-rear-three-quarter-dynamic.jpg" style="width: 642px; height: 336px;" /></p>

<p><strong>Moving it along</strong><br />
Now, if the base R4 Macan is that quick, you can very well imagine the speed of the more powerful version. The Macan S that we tested is powered by a brand-new 3.0-litre V6 engine, which has its turbo placed within the V of the cylinders. What that does is increase its efficiency and eliminates turbo lag – something that was quite evident on the faster stretches of our test route.&nbsp;</p>

<p>With 349bhp and 480Nm of torque, the Macan S accelerates like a bullet, and can reach 100km/h in just 5.1 seconds. Effectively, what it means is that even on the fastest stretches of the Autobahn, the Macan S could easily keep up with some of the fastest cars around.&nbsp;</p>

<p><strong>The agility challenge</strong><br />
Now, given its weight of around 1.8-tonnes, the Macan’s handling and driving dynamics could have been a cause of scepticism. However, in true Porsche fashion, if there’s a lasting impression that the Macan leaves you with, it’s that of agility.&nbsp;</p>

<p>With a length of just under 4.7 metres, the Macan is not a big car at all. And its sharp steering, tightly controlled ride – especially with the optional air suspension – and friendly manners make driving the Macan a rather fun and enjoyable experience. What helps here also is the all-wheel-drive traction, which means that you’re never wary of using full throttle and the extremely well-tuned suspension, especially at high speeds.&nbsp;</p>

<p>Having driven all of its direct competitors, I can (and will) go as far as to say that there’s no other SUV that comes close to the Macan in terms of driving appeal. With its communicative chassis, fantastic steering, superb engine and responsive seven-speed dual clutch transmission, the Macan most certainly remains the driver’s car of choice in its segment.&nbsp;</p>

<p><strong>The challenge</strong><br />
Now, let’s get to the problem. When the Macan was launched in the Indian market, it faced three particular challenges. First, of course, is the fact that despite everything, the Macan is a bit conservative in terms of size. Pair that with a big transmission tunnel running in the middle of the rear floorboard and, effectively, the Macan is a four-seater SUV at best, albeit a comfortable one.&nbsp;</p>

<p>Secondly, while the 21-inch alloys look stunning on the Macan S, it’s a fact that large wheels are pretty difficult to use on our broken roads. And I don’t know how the Macan will look on smaller wheels – I’m sure it’ll lose some of its visual appeal. However, it all depends on the customer and what he or she prefers – visual appeal or practicality?&nbsp;</p>

<p>And, finally, the primary reason for the lukewarm response that the Macan received in the Indian market originally was its pricing. It was priced above certain models of the Cayenne, and that simply made no sense to the Indian consumer. However, Porsche India is actively working to change that perception with the new Macan, which is due to be launched in India in the middle of this year.&nbsp;</p>

<p>According to Porsche India officials, pricing for the base Macan will be around the `70 lakh mark (ex-showroom) to differentiate it clearly from the Cayenne and to enable it to compete with its direct rivals.&nbsp;</p>

<p>Sure, that would still be a good premium over its typical competition – the likes of the Audi Q5, BMW X3 and Mercedes-Benz GLC – but the new Macan has a lot going for it. With its endless customisable options, including bright sporty colours such as Mamba Green, Carmine Red and Miami Blue, the Macan can easily be converted into your personal style statement – something you can’t do with most of its rivals.&nbsp;</p>

<p>And let’s not forget the Porsche badge, which, along with superb build quality and fantastic driving appeal, does give the Macan a distinct edge over its rivals. Whether you drive it or just admire the quality and fit-and-finish, the Macan is a cut above the rest and is the obvious choice for enthusiasts.</p>

<p>The real question, then, is – are you looking to make a statement and own the best driver’s SUV in its segment? If yes, then the Macan is the perfect choice for you. Just remember, it’s still going to cost you a bit more than the competition. &nbsp;&nbsp;</p>

<hr />
<p><img alt="Porsche Macan Interior" src="/uploads/2019/06/Porsche-Macan-S-interior.jpg" style="width: 642px; height: 336px;" /></p>

<p><em>The Macan now comes with a brand new 10.9-inch high-resolution touchscreen, which is absolutely stunning to look at and use.</em></p>

<hr />
<p><img alt="Porsche Macan Alloy Wheel" src="/uploads/2019/06/Porsche-Macan-S-alloy-wheel.jpg" style="width: 642px; height: 336px;" /></p>

<p><em>While the 21-inch alloys look stunning, it’s a fact that large wheels are difficult to use on our broken roads – not only are low profile tyres prone to damage, but ride quality takes a hit too. They do look good though!&nbsp;</em></p>

<p>[tabs]</p>

<p>[tab title="Porsche Macan "]</p>

<p><strong>Engine: </strong>1,984cc / Four-Cylinders / Turbocharged</p>

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

<p><strong>Transmission:</strong> 7-Speed Dual-Clutch Automatic / Active All-Wheel Drive</p>

<p><b>Power: </b>241bhp @ 5,000-6,750rpm</p>

<p><b>Torque:</b> 370Nm @ 1,600-4,500rpm</p>

<p><strong>X-factor:&nbsp;</strong>The Macan is the perfect everyday performance car for our conditions, as it offers both practicality and sports car performance in a cutting-edge package.</p>

<table cellpadding="1" cellspacing="1">
	<tbody>
		<tr>
			<td><strong>Pros &nbsp;</strong>&nbsp; &nbsp;&nbsp;&nbsp; &nbsp;&nbsp;&nbsp;<br />
			• Fantastic to drive, especially the Macan S &nbsp;&nbsp;<br />
			• Tremendous finish &amp; quality &nbsp;</td>
			<td valign="top"><strong>Cons</strong><br />
			• Firm ride<br />
			• Will still be the priciest in its segment</td>
		</tr>
	</tbody>
</table>

<p>[/tab]</p>

<p>[tab title="Porsche Macan S "]</p>

<p><strong>Engine: </strong>2,995cc / V6 / Turbocharged</p>

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

<p><strong>Transmission:</strong> 7-Speed Dual-Clutch Automatic / Active All-Wheel Drive</p>

<p><b>Power:&nbsp;</b>349bhp @ 5,400-6,400rpm</p>

<p><b>Torque:&nbsp;</b>480Nm @ 1,360-4,800rpm</p>

<p><strong>X-factor:&nbsp;</strong>The Macan is the perfect everyday performance car for our conditions, as it offers both practicality and sports car performance in a cutting-edge package.</p>

<table cellpadding="1" cellspacing="1">
	<tbody>
		<tr>
			<td><strong>Pros &nbsp;</strong>&nbsp; &nbsp;&nbsp;&nbsp; &nbsp;&nbsp;&nbsp;<br />
			• Fantastic to drive, especially the Macan S &nbsp;&nbsp;<br />
			• Tremendous finish &amp; quality &nbsp;</td>
			<td valign="top"><strong>Cons</strong><br />
			• Firm ride<br />
			• Will still be the priciest in its segment</td>
		</tr>
	</tbody>
</table>

<p>[/tab]</p>

<p>[/tabs]</p>

<p>Also read -&nbsp;<a href="https://www.autox.com/reviews/car-reviews/2019-porsche-911-review-first-drive-105849/">2019 Porsche 911 Review</a></p>

<p><a href="https://www.autox.com/news/car-news/next-gen-porsche-macan-set-to-become-fully-electric-105530/">Next-gen Porsche Macan set to become fully electric</a></p>


Porsche Macan Review: First Drive

Sure, it does get an added dose of character, ruggedness, and touchscreens, but the Porsche Macan truly remains to be the sports SUV that is perhaps the most engaging car to push around on these beautiful roads of Germany.

Porsche Macan [2014-2019] price starts at ₹ 6998000. Check specifications, features, mileage, colours, variants, images, FAQs, news, reviews, and videos.

2019 Porsche Macan production begins

Porsche Macan R4, Track Test

<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>

Porsche

Porsche Macan [2014-2019]

A bit expensive for a compact SUV 

<p>With prices starting from Rs 71 lakh, the Macan does not offer much for its price. For much lesser you can get the BMW X3 or the Mercedes-Benz GLE 250D which offer much greater road presence. However, for the high price, one does get super performance.&nbsp;</p>


RightHandDriving

2967 CC

3604 CC

<p>The series production of the new Porsche Macan has commenced in Leipzig, Germany.</p>

<p>The 2019 model year Porsche Macan has finally gone into production. Porsche’s Leipzig site has been adapted specifically to manufacture the new model of the baby SUV.</p>

<p><img alt="2019 Porsche Macan Production Mamba Green 4" height="" src="/uploads/2018/08/2019-Porsche-Macan-Production-mamba-Green-4.jpg" width="" /></p>

<p>The first customer model which was opted to be finished in the jaw-dropping new exterior paint finish of ‘Mamba Green Metallic’ will be headed to its owner in China. Porsche has stated that China has become the biggest market for Porsche with more than 1,00,000 deliveries since the brand made its debut in 2014, with the Macan being the most popular choice. Since the Macan was introduced in 2014, Porsche has sold over 3,50,000 worldwide all of which were manufactured in the Leipzig factory.</p>

<p>Porsche is projecting that by the end of September 2018, the factory will be able to churn out 420 Macan models a day, outdoing the older model’s high production rate.</p>

<p><img alt="2019 Porsche Macan Production Mamba Green 3" height="" src="/uploads/2018/08/2019-Porsche-Macan-Production-mamba-Green-3.jpg" width="" /></p>

<p>The new Macan has been designed to be sportier than its predecessor and a comprehensively restyled rear end. The back features a three dimensional LED light strip which runs across the tail-gate. A signature design cue which Porsche has introduced with their new models. To accommodate the new additions and alterations to the Macan, the body shop at the factory was expanded especially just for the boot lid. Additionally, various sections of the assembly line have also been adapted to accommodate the new production levels of the compact SUV.</p>

<p>As standard equipment, Porsche will henceforth offer LED headlamps. The interior features a new 10.9-inch touchscreen with the new Porsche Communication Management (PCM) and a GT sporty steering wheel similar to the 911.</p>


The series production of the new Porsche Macan has commenced in Leipzig, Germany. The 2019 model year Porsche Macan has finally gone into production. Porsche’s Leipzig site has been adapted specifically to manufacture the new model of the baby SUV.

Honda City e:HEV Becomes Expensive in India; Check Details Here

F1 Targets 90% Emissions Cut During 2025 European Races with Biofuel-powered Transporters

Citroen India Launches Retrofittable CNG Kit for C3, Priced at Rs 93,000

De Tomaso P72 Debuts with a 5.0-litre V8, Manual Transmission and Jaw-Dropping Design

MotoGP: Aleix Espargaro to Make British GP Wildcard Appearance with Honda

MG Windsor EV Pro vs Mahindra XUV400 Spec Comparison: What's Different?

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.

<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.

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

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

Porsche Macan [2014-2019]

Porsche Macan [2014-2019] Colour Options

Find the Cars of your Choice

Videos