"
<div id='div-gpt-ad-1685987407542-0' style='min-width: 728px; min-height: 90px;'>
  <script>
    googletag.cmd.push(function() { googletag.display('div-gpt-ad-1685987407542-0'); });
  </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>"

"
<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-1685987668152-0' style='min-width: 300px; min-height: 600px;'>
  <script>
    googletag.cmd.push(function() { googletag.display('div-gpt-ad-1685987668152-0'); });
  </script>
</div>"

"
<div id='div-gpt-ad-1685987555582-0' style='min-width: 728px; min-height: 90px;'>
  <script>
    googletag.cmd.push(function() { googletag.display('div-gpt-ad-1685987555582-0'); });
  </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>"

KTM 790 Duke bike price starts at ₹863000. Check specifications, features, mileage, colours, variants, images, FAQs, news, reviews, and videos.

<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>

Start Type

KTM 790 Duke

<p>KTM has introduced a 2025 update for the 790 Duke, focusing on technological improvements. While the bike's mechanicals and hardware remain the same, the key upgrade is a larger 5-inch TFT display, replacing the previous 4.5-inch screen. This new display offers improved visibility and usability for riders. The 2025 KTM 790 Duke also includes new backlit switchgear, designed to enhance the bike's connectivity. The updated dashboard now features Bluetooth support through the KTMconnect app and includes a USB-C charger for easy device charging. The updated interface brings additional features, such as KTM's Demo Mode, a telemetry screen, and an optional Anti-wheelie Mode with six adjustable settings.</p>

<p><strong>Also Read:&nbsp;</strong><a href="https://www.autox.com/news/bike-news/2025-ktm-1390-super-adventure-r-with-171bhp-bigger-v-twin-engine-marks-global-debut-119324/">2025 KTM 1390 Super Adventure R with 171BHP Bigger V-twin Engine Marks Global Debut</a></p>

<p>The KTM 790 Duke was initially launched in limited numbers in India in 2019 but was discontinued before the BS6 emission norms took effect.</p>

<h2>KTM 790 Duke: Design</h2>

<p>The bike retains its bold, aggressive naked styling, with subtle updates to the headlight cover. It now comes in two new striking colour options: Black-Orange and All-Black, offering riders more choices for personalisation. The plastic surrounds around the headlight have been redesigned with sharper edges, enhancing its modern look.</p>

<p><img alt="2025 KTM 790 Duke 1 " height="720" src="/uploads/2025/01/2025-KTM-790-Duke-1-.jpg" width="1280" /></p>

<p>For further customisation, KTM offers a wide range of high-quality PowerParts accessories. Apart from these updates, the bike remains unchanged.</p>

<h2>KTM 790 Duke: Engine</h2>

<p>The 2025 KTM 790 Duke is powered by a 799cc liquid-cooled parallel-twin engine, producing 103bhp at 9,500 rpm and 87Nm of torque at 8,000 rpm. The engine is paired with a 6-speed gearbox.</p>

<p>The 790 Duke offers various ride modes, including Rain, Street, and Sport, for different conditions. Track and Performance modes are available for further customisation. The new Track mode has ten levels of traction control, allowing riders to adjust cornering and throttle control.</p>

<p><strong>Also Read:&nbsp;</strong><a href="https://www.autox.com/motorsport-news/ktms-motogp-future-still-in-doubt-as-creditors-allegedly-push-for-exit-119402/">KTM's MotoGP Future Still in Doubt as Creditors Allegedly Push for Exit</a></p>

<p>The bike features optimised geometry and WP APEX suspension. It uses a 43mm WP APEX inverted fork at the front and a WP APEX shock at the rear.</p>

<p>The 790 Duke has a Demo mode, which provides access to all electronics for the first 1,500 km. After this, an additional fee is required to unlock the remaining features.</p>


2025 KTM 790 Duke Unveiled Globally with New 5-inch TFT Instrument Cluster

While KTM has encountered financial difficulties, the brand’s huge bike portfolio continues to move on with the 2025 790 Duke.

<p><strong><em>The KTM 790 Duke becomes the Austrian marque's most powerful model on sale&nbsp;in India; will hold its own against some mighty competitors&nbsp;like the Triumph Street Triple, Ducati Monster 821, Kawasaki Z900 &amp;&nbsp;the Suzuki GSX-S750.&nbsp;</em></strong></p>

<p>We have been hearing rumours of the KTM 790 Duke’s India launch since December last year, but it is now finally here. The Austrian bike maker has brought the 790 Duke to India at&nbsp;₹ 8.64 lakh (ex-showroom). Bookings for the bike are open across select dealerships in 9 cities in India (Bengaluru, Mumbai, Pune, Hyderabad, Surat, Delhi, Kolkata, Chennai &amp; Guwahati). The deliveries will also begin immediately.&nbsp;</p>

<p>The 790 Duke now takes the crown of being the most powerful KTM to be offered in India. Powered by a 799cc parallel-twin motor, the 790 Duke makes 105bhp &amp;&nbsp;86Nm. The 6-speed transmission it comes paired with gets slip assist and a quick shifter. Other electronic aids include&nbsp;cornering ABS, traction control, wheelie control, and more. For those who love to have some sideways fun, the 790 Duke also gets a Supermoto&nbsp;mode. Track-day junkies can switch to a dedicated&nbsp;track mode as well.</p>

<p><img alt="KTM 790 Duke Side Profile Static" height="336" src="/uploads/2019/09/KTM-790-Duke-2.jpg" width="642" /></p>

<p>In terms of design, the 790 looks as you’d expect a Duke to look. It has a sharp overall design, featuring the split headlamp and tank extensions that have become signature on&nbsp;all new Duke models.</p>

<p>KTM has brought the Duke to India via the CKD route. Priced at ₹&nbsp;8.64 lakh, it is about ₹ 55,000&nbsp;cheaper than the Triumph Street Triple. So, not only is the 790 Duke priced very competitively but KTM India, in partnership with Bajaj Auto Finance Ltd., has also announced an attractive ownership plan for it. Those who plan to opt for it will have to pay&nbsp;₹ 1.70 lakh as the down payment and can pay the rest of the amount&nbsp;via EMIs of&nbsp;₹ 19,000 (at an interest rate of 7.75%). The ownership plan also covers the registration &amp; insurance costs.</p>

<p>After the 790 Duke, expect KTM India to strengthen its 200-390cc portfolio. Meanwhile, work has also started on adapting the 200 Duke for India.</p>

<p><strong>Read more:</strong></p>

<p><a href="https://www.autox.com/news/bike-news/ktm-125-duke-rc125-prices-hiked-106584/">KTM 125 Duke &amp; RC125 prices hiked</a></p>

<p><a href="https://www.autox.com/reviews/bike-reviews/honda-cb300r-vs-bmw-g-310-r-vs-ktm-390-duke-comparison-106335/">Honda CB300R vs BMW G 310 R vs KTM 390 Duke: Comparison</a></p>


KTM 790 Duke launched in India at ₹ 8.64 lakh

The KTM 790 Duke becomes the Austrian marque's most powerful model on sale in India; will hold its own against some mighty competitors like the Triumph Street Triple, Ducati Monster 821, Kawasaki Z900 & the Suzuki GSX-S750.

<p><em><strong>For the first time ever, KTM has opted for a parallel-twin configuration for their latest bike – the 790 Duke. But the engine isn’t the only highlight of this motorcycle, as Jared finds out…&nbsp;</strong></em></p>

<p>In 2012, KTM stepped into the Indian market with the locally produced 390 Duke. This motorcycle revolutionised the very idea of performance bikes in the country. With an affordable price tag, it allowed the masses to enjoy the experience of owning a high-performance machine. Fitted with a small 375cc single-cylinder engine, packed with explosive power, the Duke was welcomed by the enthusiasts with open arms. And soon, KTM had a cult following in India.&nbsp;</p>

<p>Over the years, KTM brought in various iterations of the bike, but none of them exceeded the 390 in terms of power and size. But things are all set to change, as KTM has now brought in a bigger and more powerful Duke – the 790. The 790 Duke is set to enter the middle-weight segment that already has spectacular motorcycles, like the Z900, Street Triple, and the Monster.&nbsp;</p>

<p>So, we couldn’t help but ask the big question – will there be enough space for this new Duke? And to answer the question, we got our hands on the bike for a short track experience at Bajaj’s test facility in Chakan – and here’s what we discovered about the flagship from KTM.</p>

<p><strong>SimpliCity in motion&nbsp;</strong><br />
If I’m honest, when the bike was launched globally, I didn’t find it very appealing. And when I saw it again – this time in the flesh – I still wasn’t exactly smitten by its design. The thing is that it doesn’t demand your attention like, say, an Italian would, and its road presence isn’t the best. And yet, its simplicity is what makes it nice and pleasing.&nbsp;</p>

<p>The headlight still has that sharp diamond design, just like other Dukes. And the body is super slim and narrow, with a fuel tank that looks small. The overall quality levels aren’t that great, as is evident in the switchgear. However, it does have some very nice elements, like the wheels and frame.&nbsp;</p>

<p>The instrument cluster is cool – something that’s not available on most other bikes in the segment. When you sit on the bike, though, all your reservations begin to disappear. It has significantly more legroom compared to the 390, which put a smile on my face. As great a machine as the 390 is, I could never enjoy riding it because of the cramped space. The 790 is a breath of fresh air in terms of ergonomics and riding posture, especially for tall riders.</p>

<p><strong>Packed with tech</strong><br />
Turning heads is not what this bike has been designed for – it’s meant to be a true riding machine. And, for that, it comes packed with all sorts of high-tech wizardry to ensure that you’re comfortable and confident all the time. It comes with ABS, cornering ABS, different levels of traction control, wheelie control, launch control, a slipper clutch, and a quick shifter.&nbsp;</p>

<p>‘Ready to Race’ has always been KTM’s tag line, and that’s exactly what this is eager for all the time. It has four different riding modes, which allows you to adjust ABS, traction, throttle, and power to your liking. You can also connect your phone to the bike – a welcome feature in the world of connectivity. In terms of technology, it wouldn’t be an exaggeration to claim that no other bike in this segment comes with such a wide range of enhanced hi-tech features.&nbsp;</p>

<p><strong>Light &amp; Quick</strong><br />
The 799cc engine gets a parallel-twin setup for the first time ever in a KTM motorcycle. This engine produces 105bhp and 87Nm of torque, which is really great once you consider that the bike has a dry weight of only 168kgs. The engine is very refined for a parallel-twin, and what’s really impressive is the way the power is delivered.&nbsp;</p>

<p>The engine is mated to a 6-speed transmission, with pretty short ratios. But this doesn’t mean that you can’t hold gears. Low-end power is fantastic, especially in Track and Sport mode. The mid-range is very enjoyable, for the engine revs up very fast. The throttle response is deceptively quick, making the bike wickedly fast.&nbsp;</p>

<p>However, I think that this engine is not aimed towards rookie riders – which means that the 390 continues to be the bridge that connects newbies to high performance.</p>

<p><strong>Scalpel-like precision</strong><br />
KTM has labelled the 790 Duke the ‘Scalpel’ because of its razor-sharp handling. As mentioned earlier, the bike is very narrow, which allows you to grip it tightly. And its light weight means that you can manage the motorcycle with extreme ease. It also gets nice steering damping, making the front-end feel smooth – allowing for effortless turning.&nbsp;</p>

<p>What further adds to the riding experience and makes it even more enjoyable is the 43mm WP front forks – the same as that of the 390. At the rear, it has a WP shock, which can only be adjusted for pre-load. The sporty steering geometry combined with the low weight of the bike makes it a super fun motorcycle to ride.&nbsp;</p>

<p>You can ride it every day in the city and through traffic and always have fun with it. On the track, I was simply blown away by the precision of its handling and the effortlessness with which it changes direction. All I had to do was to look in the direction I wanted to go, and the bike just followed.</p>

<p><strong>Buy it?</strong><br />
Before answering that question, let’s put things into perspective by looking at the competition. The GSX-S750 from Suzuki is by far the most affordable in the segment. It’s a wonderful bike with a super smooth engine, great road presence, and exceptional handling. But it gets no tech whatsoever. Next up the ladder, in terms of price, is the Z900, which, in my opinion, gives you the best value for money, because it has the best engine in the segment, great handling, and offers incredible comfort, but, again, it lacks tech.&nbsp;</p>

<p>Now, the KTM 790 Duke is priced at ₹8.7 lakh (ex-showroom), which is just above the Z900. Moving higher in terms of price, you get the Street Triple S. And this machine is perhaps one of the best all-rounders in the segment. And if you wish to spice things up further, then the RS version is one of the best motorcycles on the planet, period.&nbsp;</p>

<p>At the top-end of the price band, we have the Italians, such as the Monster and the Brutale – both are beautiful and offer incredibly awesome performance. The advantage that KTM has over all of these bikes is its technology. Yes, its engine is super mighty and the handling is at the top of the segment, but it’s the tech on this bike that stands out.&nbsp;</p>

<p>Its price tag, therefore, is very competitive – and if you’re a KTM fan this motorcycle will certainly not disappoint you one bit. If you’re not a KTM fan, let me tell you this – the 790 is one of the most fun motorcycles you can own in the segment.&nbsp;</p>

<p>[tabs]</p>

<p>[tab title="KTM 790 Duke"]</p>

<p><strong>Engine:</strong> 799cc / Parallel-Twin / Liquid-cooled</p>

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

<p><strong>Power: </strong>105bhp @ 9,000rpm</p>

<p><strong>Torque: </strong>84Nm @ 8,000rpm</p>

<p><strong>Price: </strong>₹ 8.7 lakh (ex-showroom)</p>

<p><strong>X-factor: </strong>Affordable, full of the latest tech, incredibly powerful, and with precise handling – all rolled into one perfect package.</p>

<table cellpadding="1" cellspacing="1">
	<tbody>
		<tr>
			<td><strong>Pros &nbsp;</strong>&nbsp; &nbsp;&nbsp;&nbsp; &nbsp;&nbsp;&nbsp;<br />
			• Best tech<br />
			• Brilliant engine<br />
			• Handling</td>
			<td valign="top"><strong>Cons</strong><br />
			• Understated design and quality</td>
		</tr>
	</tbody>
</table>

<p>[/tab]</p>

<p>[/tabs]</p>

<p>Also Read:</p>

<p><a href="https://www.autox.com/reviews/bike-reviews/royal-enfield-interceptor-650-vs-ktm-390-duke-comparison-106410/">Royal Enfield Interceptor 650 vs KTM 390 Duke: Comparison</a></p>

<p><a href="https://www.autox.com/gallery/ktm-390-duke-vs-honda-cb300r-vs-bmw-g-310-r-style-hp-photos-106333/">KTM 390 Duke vs Honda CB300R vs BMW G 310 R HP Style - Photos</a></p>

<p>https://www.youtube.com/watch?v=7mwfvVn2Wp4</p>


KTM 790 Duke Review, First Ride

The KTM 790 Duke is certainly the much-anticipated flagship motorcycle from the Austrian bikemaker. Powered with a parallel-twin, fitted with premier mechanical parts, and exuding a subtly blended design, does the KTM justify its hefty price tag?

Kia Carens Clavis vs Maruti Suzuki XL6 Spec Comparison: What's Different?

F1 Restores Inaugural Race in Colour to Mark 75 Years

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

Top 5 Car Care Tips and Tricks to Beat the Summer Heat

This Lamborghini Urus Gets a Batmobile-Style Bulletproof Upgrade by Rezvani

Kia Carens Clavis Vs Hyundai Alcazar Spec Comparison: What's Different?

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.

KTM 790 Duke

Find the Cars of your Choice

Videos