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<p>Audi India&nbsp;Pvt Ltd established itself in 2007 as a division of&nbsp;<a href="https://www.autox.com/new-cars/volkswagen/" title="Volkswagen">Volkswagen</a>&nbsp;Group Sales India with headquarters in Mumbai. This marked the entry of the legendary German carmaker in India with the aim of tapping the growing demand for luxury vehicles. Audi Gurgaon became the first authorised Audi dealership in the country, opened by the Zenica Group on 12th January 2007.</p>

<hr />
<p>The first Audi cars in India were the&nbsp;A4&nbsp;and the&nbsp;A6, assembled locally at the Aurangabad facility of&nbsp;<a href="https://www.autox.com/new-cars/skoda/" title="Skoda">Skoda</a>&nbsp;Auto India Private Limited (SAIPL). As of May 2018, new Audi cars such as&nbsp;the A3 Sedan, A4, A6 and the&nbsp;Q3,&nbsp;Q5&nbsp;and&nbsp;Q7&nbsp;were produced at the Aurangabad plant. In 2008, supercar enthusiasts in the country tasted blood as Audi launched its&nbsp;R8&nbsp;supercar in India with the V8 configuration. The V10 model was introduced later in 2011.</p>

<p>The range of all Audi cars in India consists of the A3,&nbsp;A3 Cabriolet, A4, A5 Sportback,&nbsp;A5 Cabriolet, A6, A8L, Q3, Q5, Q7,&nbsp;S5 Sportback, TT Coupe, RS5 Coupe,&nbsp;RS6, RS7, R8 and the R8 Spyder which also form the company’s 2018 product line-up.</p>

<p>As of May 2018, Audi India has set up more than 60 sales and service touchpoints across the country. With an ever-expanding product portfolio and the growing love for SUVs among the Indian masses, future Audi car models are expected to give the company further growth and even higher sales figures in the coming years.</p>

<p>Audi car prices start from around 31 lakh rupees for the 2018 A3 sedan and go up to a whopping 3 crores for the R8 V10. Audi car price listings can be found on the website of&nbsp;<a href="https://www.autox.com/" title="autoX">autoX</a>.</p>


<p>While Audi initially launched the new A4 in India with only a petrol engine, customer preference means that to rack up decent sales numbers a diesel version too was needed. Well, it’s here now. So we jump in the driver’s seat to tell you which to choose.&nbsp;</p>

<p>In this age of awareness about air quality and climate change, diesel, as a fuel, gets a bad rap. Compared to their petrol counterparts, sure, diesel engines are more efficient – but they’re also more polluting. But there’s no getting away from the fact that people save&nbsp;a big chunk of money on fuel costs and running costs with diesel. As a result of which, of course, virtually all long distance travel is diesel powered – and, in most cases, without the benefits of the massive leaps in technology that diesel motors have made in the recent past.</p>

<p>But, even when it comes to private ownership – and especially when someone covers a great many kilometres on a regular basis – the diesel engine remains the favoured choice. So, whether the authorities and the automotive manufacturers like it or not, diesel is a popular fuel and diesel vehicles remain in high demand – both in India, as well as in most of the world, excluding the United States. So, when Audi launched the A4 in India with only a petrol option, it was just a matter of time before they introduced the diesel version.</p>

<p>Visually identical to the petrol car, the A4 35 TDI – to give it its official moniker – is powered a 2-litre diesel engine producing 188bhp and 400Nm of torque. Both these figures are significantly higher than the 1.4-litre petrol engine, and so it’s no surprise that the A4 diesel is rather quick off the line – with the 0-100 mark coming up in just 7.7 seconds. From a seat-of-the-pants perspective, the new engine is very impressive. Not only is it very refined – NVH levels are quite low no matter what revs the engine is at, but it also gains revs almost like a petrol unit does. So, it almost feels petrol-like in its operation – with quick throttle response and peak torque arriving at a mere 1,750rpm, paired with solid thrust by the mid-range. Compared to the last-gen car, not only is the engine more responsive, and quieter, but perhaps the biggest change is the new 7-speed dual-clutch gearbox fitted to the car. Compared to the earlier CVT, the new gearbox operates far more quickly and delivers rapid-fire gear changes – thereby greatly improving the driving experience.</p>

<p><img alt="2017 Audi A4 35 TDI Steering Wheel" class="alignnone size-full wp-image-93341" src="/uploads/2017/02/new-2017-audi-a4-diesel-35-tdi-steering-wheel.jpg" style="width: 642px; height: 336px;" /></p>

<p>The rest of the car remains almost identical to the petrol version, so you get a top-notch quality interior with fantastically designed gauges and detailing. Of course, like most new Audi’s, the highlight of this one on the inside remains the new ‘Virtual Cockpit’ display screen, which is a marvel to look at and use. In fact, it’s so intuitive and impressive that it makes me wonder why no one’s come up with it sooner. Also, special mention must go to the suspension tuning of the A4, as it delivers a pretty good ride even on our broken roads. At high speeds, especially in Comfort mode, it can seem to be a bit wallowy, but changing the drive select to Dynamic mode changes that and immediately ties the car down.</p>

<p>There are, however, a few niggles too. For one, with the A4 now being sold in India only as a front-wheel drive car – no more Quattro options for now. So, there’s a bit of torque steer if you use the accelerator liberally – which can be a tad annoying, especially on undulating roads. Two, the steering, while quite light, lacks feel and remains devoid of any information about what the car is doing. And, of course, I’m no fan of the ‘evolutionary’ design of the car, as I think it looks too similar to the older car.</p>

<p>But, those gripes aside, the A4 in diesel trim remains a deeply impressive car with excellent interiors, good ride quality and a premium feel. And if you’re looking to munch some major miles on our roads wrapped in the comfort of a German luxury sedan, it makes for a very worthy contender.</p>

<p><img alt="2017 Audi A4 35 TDI Rear Three Quarter" class="alignnone size-full wp-image-93336" src="/uploads/2017/02/new-2017-audi-a4-diesel-35-tdi.jpg" style="width: 642px; height: 336px;" /></p>


Audi A4 35 TDI Review, First Drive

The Audi A4, upon launch, was available with just a petrol engine. However, Audi has plonked a 35 TDI motor right in the heart of the A4, catering to the diesel-heads and travellers. Let's see how it behaves.

<p>According to Buddha, the 'Middle Way' is the&nbsp;path between extremes and leads to wisdom. Now I'm no monk who can actually&nbsp;explain it in&nbsp;details about&nbsp;the middle path, but this practice certainly has paid dividends for Audi. Please give me a minute to enlighten you. In the sports saloon category, the BMW 3 Series has always been an enthusiast's delight, while Mercedes-Benz has been known as the&nbsp;mark of success for the traditional minded, but Audi decided to take a step further and&nbsp;merge the best qualities of the two and this resulted in the&nbsp;A4.&nbsp;It has been Audi's best selling sedan in India since it made its debut in 2008 and later became the&nbsp;segment leader. But as we all know it, all good things must come to an end as change is inevitable and&nbsp;constant. Therefore, Audi is now all set to reclaim its throne, but this time around Ingolstadt has decided to put its clean foot forward, and by that we mean, the 1.4-litre petrol version. We decided to&nbsp;decode this engine&nbsp;on the coastal road of Konark, Odisha, running parallel to the Bay of Bengal.</p>

<p>One has to admit, the new A4 looks all grown up and&nbsp;in literal sense mind you. It is now longer, wider and wait for it, 95 kilograms lighter than the outgoing model. No doubt, the new A4 gets subtle changes like the 3D-like protruding grille, the gorgeous twin&nbsp;DRLs in the headlamp cluster and with a prominent line running across both the boot and bumper, Audi has tried to add some character to it. The A4 certainly looks refreshed, but it doesn't really make a sweeping statement. In a market like India where people love the attention, this sedan could be easily mistaken as the older one. I guess Audi wanted to retain the A4's design DNA after all if its not broken, why fix it?</p>

<p><img alt="2016 Audi A4 1.4 TFSI Virtual Cockpit" class="alignleft size-full wp-image-74056" src="/uploads/2016/08/Audi-A4-virtual-cockpit-.jpg" style="width: 642px; height: 336px;" /></p>

<p>The real treat is the cabin. Audi stated that only India gets authentic&nbsp;wooden panels on the dashboard and doors. And we agree it certainly adds a touch of class&nbsp;to it. The dual tone, black-beige, cabin has an air of premiumness, while the clean and simple layout of the centre console with metal finished buttons are&nbsp;signs of Audi going straight for the kill. The leather seats are very&nbsp;comfortable and leaps and bounds ahead of the old A4, while&nbsp;the&nbsp;seat squabs provide ample space and support.&nbsp;Traditionally, sedans in this segment lack rear passenger legroom, but the new&nbsp;A4 is&nbsp;spacious in the rear as its length is increased to 4.7 metre. So the good news is that now one doesn't feel packed like canned sardines. To ensure a comfortable drive, it's better if only two adults park themselves at the back seat.</p>

<p>As our world revolves around our gadgets and&nbsp;how to charge our gizmos is always lurking in the back of our minds. And also no one really likes getting entangled with numerous charging wires. Audi has a simple solution, why not go wireless? It offers Qi wireless charging phone box neatly tucked away inside the arm rest. Place your phone in it and it charges on its own.</p>

<p>What is a stand out feature that we can't get over is the 12.3-inch virtual instrument cluster. This is just like the one in Audi TT, which doubles up as a navigation device and reads out all infotainment data. As expected, the MMI is updated and rotary dial gets a responsive touchpad. No doubt the A4's cabin really does make you feel special.</p>

<p><img alt="Audi A4 1.4 TFSI Interiors" class="alignleft size-full wp-image-74052" src="/uploads/2016/08/Audi-A4-interiors.jpg" style="width: 642px; height: 336px;" /></p>

<p>If you simply go by face value, then the 1,395cc can&nbsp;sound a bit disappointing with power figures of&nbsp;148bhp and&nbsp;250Nm of torque compared to the outgoing 1.8-litre's figures--&nbsp;168bhp at&nbsp;320Nm of torque. But would you believe that the new A4 is just 0.3 seconds slower? It manages this because its lighter and is mated with a new 7-speed dual-clutch transmission replacing the CVT in the previous generation. Therefore, it manages to do&nbsp;0-100km in 8.5 seconds. Nudge the accelerator and the 1.4-litre responds in a refined manner without any strains. Once on the move, you can actually feel the lightness of the car. Getting our way around Bhubaneswar roads was effortless as the transmission would smoothly upshift and provide ample power. It's a well mannered engine and when pushed it redlines in the region of 6,500rpm. But be warned, the A4 feels strained and doesn't like being pushed around. Sure it will speed past the three-digit mark in a jiffy, but it starts to run out of juice once it passes the mid-range of the engine's power band. Keeping in mind that fuel efficiency is the what Audi is focusing on, according to ARAI figures, it will return 17.84km/l.</p>

<p>When it comes to ride quality, the A4 carpets whatever the roads could throw at it. It felt like the sedan was especially made for India. It's a massive improvement over the older model. For a front-wheel drive saloon, it behaved well in a few corners we came across. We'll have to do a road test to find out how it actually behaves in&nbsp;turns, but in city it stayed on course and didn't create any hairy situations. At high speeds, the A4 stayed planted and never made us feel nervous.</p>

<p><img alt="New Audi A4 1.4 TFSI Front Three Quarter" class="alignleft size-full wp-image-74066" src="/uploads/2016/08/new-audi-a4-petrol-review-india.jpg" style="width: 678px; height: 336px;" /></p>

<p>One has to give credit to Audi for ironing out most of the issues the previous generation had. Sure it might look very similar to the model its replacing, but the cabin is one special place to be in. It also now has more rear space, which will be big boon for those who are chauffeur driven. The infotainment is updated and now comes with both Apple CarPlay and Android Auto. The 1.4-litre is a gem if you only need to commute from point A to B in the city, which most do. But if you are looking to have some fun and want to push the car around, then we suggest you wait for the more powerful diesel or maybe even another petrol option.</p>

<p>Also read - <strong><a href="https://www.autox.com/reviews/car-reviews/toyota-innova-crysta-petrol-at-review/" target="_blank">2016 Toyota Innova Crysta Petrol AT Review</a></strong></p>


Audi A4 1.4 TFSI Review, First Drive

It seems like the Audi A4 is the new victim to the world of downsizing and turbocharging. Now, with the 1.4 TFSI engine, the Audi A4 is plonked with a smaller capacity gasoline than its predecessor. Let's see how it behaves on road.

<p><strong>Cutting edge technology and class-leading comfort are just two of the attributes that the new A4 offers. But what does it feel like from behind the wheel – is it more premium sports sedan or attainable luxury car?</strong></p>

<p>The king of premium sport sedans has always been the BMW 3 Series. It’s long provided a near perfect compromise between engaging driving dynamics and everyday usability – leaning just the right amount towards sport! But the current 3 is getting a little long in the tooth – despite a mid-cycle facelift recently – while the competition has been making massive strides.</p>

<p><img alt="Audi A4 Side Profile" class="alignnone size-full wp-image-70420" src="/uploads/2016/05/2017-Audi-A4.jpg" style="width: 642px; height: 336px;" /></p>

<p>The new C-Class from Mercedes-Benz was introduced in late 2014, and it completely blew the competition out of the water when it came to cabin design and quality. And it’s an S-Class clone on the outside too, which is no bad thing. Plus, of course, it’s much shaper than it’s ever been from behind the wheel. More recently, the Jaguar XE was introduced in India – and it’s sole objective was to dismount the 3 Series from its sport sedan pedestal. The Jag comes clothed in Ian Callum’s finest handiwork, and not only does it look good but is also incredibly sharp from the driver’s seat thanks to double wishbones taken from the F-Type sports car in front and a clever multi-link suspension set up in the rear. We drove the XE at the Buddh International Circuit recently, and came away increasingly concerned for the BWM’s crown. You see, while the BMW has been getting softer and more forgiving over the years, its competitors have been growing increasingly sharper and more rewarding from behind the wheel. They all seem to be gravitating towards a happy medium it seems.</p>

<p>So it was only natural to expect the new Audi A4 to have the same objective in mind – dismount the 3 Series by being more driver-focussed than ever before. But Audi clearly has other objectives in mind. Most likely buoyed by its success in China – and even India for that matter – Audi appears to be chasing leadership by providing cutting-edge technology, class-leading space and comfort, as well as quality levels that will completely reset the standard.</p>

<p><img alt="Audi A4 Headlight" class="alignnone size-full wp-image-70434" src="/uploads/2016/05/2017-Audi-A4-wheels.jpg" style="width: 642px; height: 336px;" /></p>

<p>The A4 seems to have taken a lot of cues from the new Q7 – the single-frame hexagonal grille that’s far more pronounced, on either side of which are a pair of jagged-edge headlights that look almost weaponized. Of course, it gets Audi’s Matrix LED’s. To my eyes, it’s a good-looking car from the front. In profile, despite the pronounced shoulder line, it’s decidedly unfussy in true Audi fashion. Around back, its very similar to the outgoing car – which puts it at odds slightly with the more stylized front end. Overall, the design language is very clean, very Teutonic, and very modern – but not exactly emotive! And that sums up this car perfectly. It has a coefficient of drag of 0.23, which is just shy of the smaller Mercedes-Benz CLA – which, at 0.22, is the most aerodynamically efficient series production car in the world. This is important because the less drag that you have the more efficiently you’ll slice through the air – and save fuel while doing so.</p>

<p>But what really strikes you about the new A4 is just how much it seems to have grown over the previous generation – the benefits of which are felt as soon as step into the cabin. Again, much appears to be carried over from the larger Q7 – which is no bad thing. The horizontal slats in the dashboard really do give it a sense of space. The other sense that you get is that Audi has specified the material quality of even the tiniest component in the cabin to the very strictest levels of appearance, texture and tactile feedback. Even the C-Class pales in comparison when it comes to this level of detail and quality – and, in this company, at least on the inside, the XE simply doesn’t stand a chance.</p>

<p><img alt="Audi A4 Virtual Cockpit" class="alignnone size-full wp-image-70433" src="/uploads/2016/05/2017-Audi-A4-virtual-cockpit.jpg" style="width: 642px; height: 336px;" /></p>

<p>Moreover, when it comes to cabin tech, the A4 simply leaves everything else for dead. The Virtual Cockpit – consisting of a 12.3-inch TFT screen that makes up the instrument cluster – is just as stunning as it is in the TT, Q7, and now also the face-lifted (and yet to be launched) A3. It really is astonishingly good – and this comes from a lover of a good set of analogue gauges. There are, of course, a range of driver assistance technologies (collision avoidance, active lane assist, blind spot warning, park assist, and the like) that won’t make it to India. But it’s the Audi connected technologies that really ought to make it into our market. Our test cars in Germany came with a SIM card built in, which gave us access to Google Earth images on both screens – one in the centre console and the other, more impressive, screen in the instrument cluster – plus live traffic, weather forecasts, and even Twitter updates.</p>

<p>What we will be getting in India when the car launches before the festive season this year, fortunately, is Apple CarPlay and Android Auto. The top-of-the-line models will also get an incredible Bang &amp; Olusfen 3D surround sound system with 19 speakers, transmitting 755-watts through a 6-channel amplifier. All cars will get Audi’s new, and quite impressive, MMI (Multi-Media Interface) and Audi Drive Select – which lets you choose between different driving modes.</p>

<p><img alt="Audi A4 Rear View" class="alignnone size-full wp-image-70430" src="/uploads/2016/05/2017-Audi-A4-rear-motion.jpg" style="width: 642px; height: 336px;" /></p>

<p>The A4 has lost about 120 kilos thanks to a diet that’s taken a few pounds out of virtually every single component in the car – leading to a fairly substantial weight savings – and that means it does feel sharper and more precise on the road. Unfortunately, we tested the new A4 in incessant rain outside Munich so we couldn’t really push the car to gauge absolute grip levels – suffice to say that it’s got excellent driving dynamics and feels extremely surefooted, even in the wet. But it wasn’t just the weather that prevented us from getting a real sense of the driving experience – it had more to do with the fact that the A4 prefers to keep the driver at an arm’s length. The words engaging and involving are not the ones you’d use to describe the driving experience. The steering is sharp and precise, but decidedly detached.</p>

<p>The two cars that we sampled were the 2.0 TDI and 3.0 TDI. The 2.0 is, of course, the mainstay of our market and – in 190 horsepower trim – it feels perfectly capable powering the new A4 to 100km/h in under 8 seconds (7.7 to be precise). The other engine that we sampled was the 3.0 litre V6 diesel that’s not only hugely powerful, but also incredibly refined and silent – so-much-so that it’s impossible to tell that it’s a diesel. In fact, while Audi has done an excellent job in eliminating turbo lag in the 2.0 TDI and making power delivery linear across the rev range, I do wish they had done a little more to make the 2.0 litre diesel motor sound a little nicer under acceleration. On the highway, though, the A4 is incredibly silent and comfortable.</p>

<p>We also sampled both the six-speed manual as well as the 7-speed dual-clutch automatic. And, as much as I enjoy driving a car with a manual gearbox, I have to say that it’s immediately noticeable that the majority of development time over the last several years has gone drastically in favour of the dual-clutch auto at the expense of the manual. While the clutch is light and the gear lever of the manual easy to work, the seven-speed dual clutch is just so impressive in its execution that it makes little sense to opt for the more traditional gearbox – especially in our traffic conditions. Plus, it’s hard to put into words how much of a leap this dual-clutch is over the CVT of the previous generation – it simply transforms the driving experience.</p>

<p>To sum up, you would refer to this driving experience as being very mature. This A4 really does seem to have grown up. If its engagement from behind the wheel that you want, you’ll have to wait for the S4. But if it’s a car that offers class-leading comfort and cutting-edge technology that you’re after – and one that you can enjoy driving on occasion, as well as be chauffeured around in when you’d rather be in the back seat – then this is the car for you. The A4 has grown out of its desire to be a boy racer and has decided instead to emulate its bigger brother, the A6 – something that it does very well indeed. For comfort and cabin tech, the next generation BMW 3 Series clearly has its work cut out for it! Luckily it has a couple of years to work out the finer details…</p>

<p>[tabs]</p>

<p>[tab title=" <strong>Audi A4 2.0 TDI</strong>"]</p>

<p><strong>Engine:</strong>&nbsp;1,968cc / In-line 4-cylinders / 16 valves / Turbocharged</p>

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

<p><strong>Transmission:</strong>&nbsp;6-Speed Manual, 7-speed dual-clutch auto / Front Wheel Drive</p>

<p><strong>Power:</strong>&nbsp;188bhp @ 3,800-4,200rpm</p>

<p><strong>Torque:</strong>&nbsp;400Nm @ 1,750-3,000rpm</p>

<p>[/tab]</p>

<p>[tab title="<strong>Audi A4 3.0 TDI Quattro</strong>"]</p>

<p><strong>Engine:</strong>&nbsp;2,967cc / V6 / 24 valves / Turbocharged</p>

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

<p><strong>Transmission:</strong>&nbsp; 7-speed dual-clutch auto / All Wheel Drive</p>

<p><strong>Power:</strong>&nbsp;268bhp @ 3,250-4,250rpm</p>

<p><strong>Torque:</strong>&nbsp;600Nm @ 1,500-3,000rpm</p>

<p>[/tab]</p>

<p>[/tabs]</p>

<p>&nbsp;</p>

<p><strong>Also read:&nbsp;2017 Audi A3 Review: First Drive</strong></p>


Audi A4 Review, First Drive

With an astonishing design, premium cabin, cutting-edge technology and sublime comfort from the seats, the Audi A4 is the car to buy in 2017, or is it? We find out in our full review.

Audi A4 [2016-2020] price starts at ₹ 4149000. Check specifications, features, mileage, colours, variants, images, FAQs, news, reviews, and videos.

Audi A4 35TDI , Track Test

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Audi

Audi A4 [2016-2020]

Sleek Audi

<p>A4 is most reasonably priced Audi. A3 is too small. And A4 has an amazing pick up on the highways. I test drove my friend's car, the brakes are very strong and overtaking is very easy.</p>


Bought 1 year back

<p>I had bought an A4 for myself a year back, and I'm happy to share with all of you that I am left mighty impressed with its styling, LED lights, Virtual Cockpit instrument cluster and of course the performance.&nbsp;</p>


Dream car

<p>I have always liked the Audi's A4. I feel it is a very successful model, because it is stylish, loaded with features and has a good diesel engine that delivers great performance. I like the all-digital instrument cluster.</p>


RightHandDriving

1968 CC

1395 CC

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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.

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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.

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