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<p>BMW India established itself in the market in 2006. It is a subsidiary of the BMW Group and is headquartered in Gurugram, Haryana.</p>

<hr />
<p>BMW first began producing aircraft engines when the company was founded back in 1916. The brand is also known as the twelfth biggest manufacturer of cars. The headquarters of the company are based in Munich. The brand also manufactures/assembles cars in China, Brazil, Germany, United Kingdom, USA, South Africa and India. BMW India is a subsidiary of the BMW Group and is headquartered in Gurugram, Haryana.</p>

<p>While the older generation BMWs did find their way to India via the import route, the company began official production at their Chennai plant in 2007. As a result, the first official BMW car in India was the locally assembled 3-Series (E90), soon followed by the iconic 5-Series (E60). These two models were among the first ones to be offered to the Indian market via the CKD method.</p>

<p>Known for their 50:50 weight distribution and sensational steering feel, BMW vehicles became an immediate hit with Indian buyers giving the company good sales figures ever since its inception. The range of BMW all car models in india consists of the 3 Series, 3 Series GT, 5 Series, 7 Series, 6 Series Gran Turismo, X1, X3, X5, X6, i8 hybrid along with the M Performance range of vehicles&nbsp; consisting of the M3, M4, M5, X5M and the X6M, which also form the company’s 2018 product line-up.</p>

<p>In 2011, BMW founded the I sub-brand that designs and produces plug-in electric and hybrid vehicles. It started off with the launch of the BMW i3 all-electric car, with deliveries taking place for the first time in Germany. An all-new BMW car&nbsp;plug-in hybrid sports car was launched later in Germany, in 2014. The models sold by the BMW i brand had managed a 50,000 unit milestone in early 2016. A few years after the i3 was launched, it ranked as the third best-selling all-electric car in the world.</p>

<p>BMW also manufactures a range of high-performance models under the BMW Motorsport GmbH subsidiary, like the M2, M3, M4, M5, X5M and X6M. As expected though, the M-range of BMW car prices are also significantly higher than the standard models.</p>


<p><em><strong>BMW's best-seller has just been given a makeover, and it is all set to reach the Indian shores in the middle of 2019. Here's a glimpse of what to expect.</strong></em></p>

<p>I’m afraid that I have to begin this review with a disclaimer. You see, I’ve owned three generations of the BMW 3 Series over the years – an E30 325is from the ’80s, an E36 325i from the ’90s, and a current (but soon to be previous) generation F30 328i. So, it’s safe to say that I’m more than a little emotionally involved here!&nbsp;</p>

<p>Right, disclaimer over, now let’s get to this machine – this is the latest version of BMW’s best-selling car of all time. And to say that the 3 Series has been a successful model for BMW would be a massive understatement. After all, they’ve sold 15 million units over the past 40 years. This is the car that every sports sedan around the world is measured against. But, of late, that single-minded focus seemed to shift somewhat.</p>

<p><img alt="BMW 3 Series Front View" src="/uploads/2018/12/BMW-330i-M-Sport-019.jpg" style="width: 642px; height: 336px;" /></p>

<p>In a bid to appeal to an even wider spectrum of potential buyers, the 3 Series grew softer and more accommodating. And, in doing so, it opened the door for other brands to try and steal the sports sedan crown. Alfa Romeo, with the Giulia, and Jaguar, with the XE, have recently introduced incredible driving cars that push BMW’s best seller further than ever before. So, BMW has responded with this – the brand new 7th generation 3 Series.&nbsp;</p>

<p>In a bid to secure its crown, BMW claims that this is the sportiest 3 Series that they’ve ever made – and that’s music to my ears! Even in an age where SUVs rule, the 3 Series is very important for the brand – and for all cars for that matter. Think of this as the flag bearer for sedans then. According to BMW, this remains the heart and soul of the brand. So, naturally, expectations were running high when I landed in Portugal to try out this all-new machine.</p>

<p><strong>Bigger nose, and just about everything else</strong></p>

<p>Styling wise, the new 3 looks very much like the latest 5 Series from the front – which is to say that is has a very prominent double kidney grille that looks butch and imposing. It’s a little too large for my liking, but the rest of the car looks pretty good – and unmistakably like a 3 Series.&nbsp;</p>

<p>As expected, this generation has grown in just about every direction. It’s 16mm wider and 76mm longer – 41mm of that is in the wheelbase, so you get more legroom in the back. But it’s also 55kgs lighter than the previous generation. The front track is 43mm wider, while the rear track is 21mm wider, which means that it should grip the road better than ever before. And, of course, it retains its trademark 50/50 weight distribution font-to-rear. All of which means that it should be every bit as dynamic as ever. And, to that end, they’ve also stiffened the chassis considerably.</p>

<p><img alt="BMW 3 Series Rear View" src="/uploads/2018/12/BMW-330i-M-Sport-054.jpg" style="width: 642px; height: 336px;" /></p>

<p>Now, I can attest to the fact that the current generation 3 Series isn’t exactly made of jelly, and yet BMW engineers say that they’ve made the mounting points for the front suspension (the strut mounts and wishbone mounting points) 50% stiffer than before. Now you don’t have to be a mechanical engineer to deduce that a stiffer and lighter chassis should mean that this truly is the most dynamic 3 Series ever made.&nbsp;</p>

<p>But before we put the pedal to the metal – metaphorically speaking anyway, in this case, it would be depressing a rubber pedal and sending electrical pulses to a control unit – let’s take a closer look at all the tech that BMW has packed into this machine.</p>

<p><img alt="BMW 3 Series Interior" src="/uploads/2018/12/BMW-330i-M-Sport-084.jpg" style="width: 642px; height: 336px;" /></p>

<p><strong>‘Hey BMW, I’m bored’</strong></p>

<p>All you have to do is get into the new 3 Series, and say, ‘Hey BMW, I’m bored,’ and your very own ‘Intelligent Personal Assistant’ will respond by saying, ‘We can’t have that,’ or something a little more ‘Germanic,’ after which it’ll promptly select ‘Sport’ mode to get your pulse racing.&nbsp;</p>

<p>The new 3 Series has the 7th generation of BMW’s operating system, which comes with your very own Siri or Alexa-like assistant. Except BMW goes one step further. You can even rename your assistant to whatever suits your fancy. All you have to do is say, ‘Hey BMW, change your activation word,’ and you can rename your BMW Galadriel (she’s an Elvin Queen) if you so choose.&nbsp;</p>

<p>There’s some serious tech under the skin too. BMW claims that the 3 Series comes fitted with Stage 2 autonomous tech – making it the only car in its segment to come so equipped. All this fits with BMWs attempt at future proofing the 3 and making it competitive in a world of Tesla Model 3s.&nbsp;</p>

<p>Our test car came fitted with BMW’s brand new digital instrument cluster and latest iDrive system. Now, a trademark of the 3 Series right from its inception is its pair of large round gauges for the tachometer and speedometer. And while I’m a hardcore traditionalist, for the most part, I have to admit that I really like the new instrument cluster. It looks great, is very intuitive and, with the speedo and tach moved to the two corners, it frees up space in the centre for a host of information. Meanwhile, iDrive continues to be best-in-class by a mile, and the head-up display is excellent as well.</p>

<p>But, all is not well. You see, the personal assistant couldn’t really understand my accent and the autonomous driving tech felt like it was still in the pilot stages of its development. As far as voice commands go, I don’t know why automakers don’t just go to the likes of Apple, Google or Amazon and buy voice recognition modules from them. In terms of autonomous tech, stage 2 means that, technically, it should be hands-off (wherever the regulations allow). Of course, the reality of India means that you’ll never use autonomous technology on our roads anyway, but even if you could I wouldn’t feel comfortable surrendering control to this collection of ones and zeros just yet – at least not until all the kinks are worked out.&nbsp;</p>

<p>The good thing is that BMW will provide over-the-air updates via an app, which means that you can keep your car updated as the system continues to evolve – so there’s hope yet.&nbsp;</p>

<p>But the question remains – is this the best driving 3 Series ever?</p>

<p><strong>All grown up </strong>&nbsp; &nbsp; &nbsp;</p>

<p>To begin with, the two models that will come to India by the middle of 2019 are the 320d and the 330i. Both cars retain their 2.0-litre turbocharged four-cylinder motors. The diesel motor produces 188bhp and 400Nm of torque, while the petrol produces 255bhp and 400Nm. But BMW hasn’t just carried these motors over from their previous avatars. The diesel now comes with a pair of turbos – a low-pressure turbo that works at slow speeds and a high-pressure turbo that kicks in at higher levels of boost. The result of this clever bit of engineering is that there’s absolutely no turbo lag whatsoever.&nbsp;</p>

<p>Previously, in the 320d, there would be a little bit of lag before the turbo would kick in and the resulting surge of power would pin you in your seat ever so slightly. Now, the power delivery from the diesel is more progressive and linear. All models of the new 3 also come with acoustic glass windshields that insulate you from the outside world. Our test cars even had acoustic glass on the front doors – which meant that you couldn’t hear any diesel clatter at all. In fact, I challenge anyone to tell, from behind the driver’s seat, that there’s a diesel motor under the hood of the 320d – it’s that quiet and refined. But it’s also a little less entertaining. It feels more mature and grown up – more like a taut 5 Series rather than the most sporty 3 ever.</p>

<p>The 330i, on the other hand, feels like a different animal altogether. Power delivery is more urgent of course. And in Sport mode, the engine note is ‘enhanced’ and pumped into the cabin. The 8-speed ZF gearbox – which, for me, was already the best gearbox in the world for anything less than a supercar – is even quicker and more responsive. And the grip levels are simply insane.&nbsp;</p>

<p>In the mountains of the Algarve region, where we were testing these cars, you could simply carry any speed into a corner and the new 3 Series would just grip and go. So-much-so that you could hear a little bit of tyre squeal from outside the car, but on the inside thanks to the acoustic glass, there was absolutely no sense that you were taking 90-degree bends at ludicrous speeds – other than the scenery rushing past at great speed of course. But, while the new 3 Series is so much more capable than ever before, it also appears to have become a victim of its own excellence. You see, the beauty of the 3 Series has always been its ability to involve the driver in the experience, and allow the person behind the wheel to access its limits and revel in the inherent sweetness of the chassis. All that inherent loveliness is still there of course, but the limits are so high now that you have to be doing ridiculous speeds to experience it. Fortunately, we did just that on the Portimao circuit – one of the most entertaining and challenging tracks in the world – in the M340i xDrive.</p>

<p>Now, the 340i, with its 369-horsepower 3.0-litre turbo inline-six motor will never come to India, but it allowed us to get closer to the limits of this machine. And what I can tell you is that the new 3 feels sharper and more responsive than ever before, but just not as willing to engage. And that’s where I think BMW has missed a trick. You see there are plenty of SUVs that are more luxurious and – with even wider rubber at all four corners and bigger motors – even more grippy and powerful. This was an opportunity for BMW to prove, once and for all, that vehicles that are lighter and lower to the ground offer a superior driving experience because they engage you in a manner that a big, lumbering SUV simply can’t. What BMW has done, instead, is make a 3 Series that’s – well – better in every way! It’s more luxurious, refined, tech-laden and faster than ever. Objectively I just can’t fault it, but emotionally I just didn’t connect with it. But you can’t blame me, I issued a disclaimer right at the very beginning of this review remember.</p>

<p><img alt="BMW 3 Series Sport wheels" src="/uploads/2018/12/BMW-330i-M-Sport-062.jpg" /></p>

<p>Would I mind driving one every day? Absolutely not. I would choose the 330i in a heartbeat – but without the stiffer suspension and 19-inch rims of the M-Sport variant. A 330i on 18-inch wheels would be the perfect daily driver if you think about it. Well, unless your heartstrings are so fragile so as to be pulled by a machine with four wheels and a kidney grille for a nose that is…</p>

<p>https://www.youtube.com/watch?v=yYP4zRZ-qDo</p>

<p>[tabs]</p>

<p>[tab title="<strong>2019 BMW 320d</strong>"]</p>

<p><strong>Engine:</strong> 1,995cc / In-line 4 Cylinders / Turbocharged</p>

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

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

<p><strong>Power:</strong> 188bhp @ 4,000rpm</p>

<p><strong>Torque:</strong> 400Nm @ 1,750-2,500rpm&nbsp;</p>

<p><strong>Acceleration: </strong>0-100km/h – 6.8 seconds</p>

<p>&nbsp;</p>

<p><strong>X-Factor:&nbsp;</strong>Better in every way, and immensely capable – but not necessarily more fun to drive than before!&nbsp;</p>

<table cellpadding="1" cellspacing="1">
	<tbody>
		<tr>
			<td>
			<p><strong>Pros &nbsp;</strong>&nbsp; &nbsp;&nbsp;&nbsp; &nbsp;&nbsp;&nbsp;<br />
			•&nbsp;Immense grip levels<br />
			•&nbsp;Modern &amp; refined cabin</p>
			</td>
			<td>
			<p><strong>Cons</strong><br />
			• Not involving to drive</p>
			</td>
		</tr>
	</tbody>
</table>

<p>[/tab]</p>

<p>[tab title="<strong>2019 BMW 330i</strong>"]</p>

<p><strong>Engine:</strong> 1,998 / In-line 4-Cylinders / Turbocharged</p>

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

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

<p><strong>Power:</strong> 255bhp @ 5,000-6,500rpm</p>

<p><strong>Torque:</strong> 400Nm @ 1,550-4,400rpm&nbsp;</p>

<p><strong>Acceleration: </strong>0-100km/h – 5.8 seconds</p>

<p>&nbsp;</p>

<p><strong>X-Factor:&nbsp;</strong>Better in every way, and immensely capable – but not necessarily more fun to drive than before!&nbsp;</p>

<table cellpadding="1" cellspacing="1">
	<tbody>
		<tr>
			<td>
			<p><strong>Pros &nbsp;</strong>&nbsp; &nbsp;&nbsp;&nbsp; &nbsp;&nbsp;&nbsp;<br />
			•&nbsp;Immense grip levels<br />
			•&nbsp;Modern &amp; refined cabin</p>
			</td>
			<td>
			<p><strong>Cons</strong><br />
			• Not involving to drive</p>
			</td>
		</tr>
	</tbody>
</table>

<p>[/tab]</p>

<p>[/tabs]</p>


BMW 3 Series Review, First Drive

What we have here is the latest iteration of BMW's best-selling hot-shod sedan of all time - the BMW 3-series. Slated to launch in the middle of 2019, we had a chance to drive this impeccable machine on the alluring roads of Portugal. Here's our extensive review.

BMW 3 Series [2016-2019] price starts at ₹ 3980000. Check specifications, features, mileage, colours, variants, images, FAQs, news, reviews, and videos.

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BMW 3 Series [2016-2019]

A proper driver’s car

<p>My 3-Series has been performing very well over the past few years and I am yet to face a problem with it. Everything from the driving experience to the after-sales set-up has worked out really well.</p>


My favourite

<p>3-Series is my favourite BMW, as it is most affordable, and the 2.0-litre diesel engine delivers smooth and instant performance. But my dream is to buy M3.&nbsp;</p>


E90 is best

<p>The E90 is my all-time favourite luxury sedan. Its steering feel superb on the road, and the engine is fantastic. I also like the design of the car. Planning to pick up one in used market. &nbsp;</p>


RightHandDriving

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<p>
I’m sure I don’t have to tell you that I’ve been waiting for this moment for a long time!</p>

<p>Well, since July 2013 to be exact – that’s the last time I drove a Ferrari V12 convertible. And it just so happens that the Ferrari 12Cilindri is the spiritual successor of this very machine – a 1971 365 GTS, the Daytona Spider, which directly inspired the styling of the front-end of this machine.
      
    <br></p>
  
<p>At the time, even in my wildest dreams I couldn’t have possibly imagined that over a decade later, on the 16th of April 2024, Ferrari would ensure that the lineage of the front-engined V12 GT would endure, thanks to the 12Cilindri.</p><p><img src="https://images.autox.com/uploads/2025/03/1741785060147-1jvd-Ferrari-12Cilindri-Spider-Front.webp" alt="Ferrari 12Cilindri Spider-Front.jpg" style="width: 100%; height: auto;"></p>

<p>And I certainly couldn’t have predicted that I would be at Maranello on that fateful day, when both the Berlinetta and Spider would be unveiled to an unsuspecting bunch of motoring journalists from across the globe. But that was just the unveil. This would finally be my chance to get behind the wheel – here in Cascais in Portugal, on the western most tip of the European continent.</p><p><img src="https://images.autox.com/uploads/2025/03/1741784879542-zhk3-Ferrari-12Cilindri-Spider-infotainment-screen.webp" alt="Ferrari 12Cilindri Spider-infotainment-screen.jpg" style="width: 100%; height: auto;"></p><p>The 12Cilindri Spider was kitted out in its launch livery of Verde Toscana, which was offset perfectly by the black contrasting trim. And, to my eyes, it’s an absolutely stunning machine – a design that, for some reason, the pictures simply do no justice! It’s clean and elegant, while being muscular and curvaceous at the same time. There’s a timelessness to the design, and I personally think it’ll age very well indeed.</p>

    
  
    
  


<h2>So, what’s all the fuss about?</h2>

<p>Well, the name is a dead giveaway – the car is pronounced Dodici Cilindri, which literally translates to 12 cylinders in Italian. The engine was so important to this machine – so central to Ferrari in fact – that they decided to name this car after its engine configuration. You see, across the industry, engines are either being downsized and turbocharged or hybridised, or both, so the idea of a naturally aspirated V12 is not just truly alluring but also incredibly courageous from the Prancing Horse. </p><p><img src="https://images.autox.com/uploads/2025/03/1741784948629-7w76-Ferrari-12Cilindri-Spider-Rear-View.webp" alt="Ferrari 12Cilindri Spider-Rear-View.jpg" style="width: 100%; height: auto;"></p><p>Now that’s not to say that Ferrari hasn’t also gone down the turbo and hybrid route already – in fact, with its performance flagship, the SF90, it’s attached a pair of turbos to a V8, not to mention added a battery pack and a set of motors to give it 1,000 horsepower and all-wheel drive. Meanwhile, in the achingly beautiful and spectacularly fast 296, it’s even gone down the V6 route (which is also turbocharged and hybridised) for the first time since the Dino in the 60s. And, of course, it’s also heading down the EV route, with its first all-electric supercar that will be revealed later this year.</p><p>But Ferrari also wants to retain the essence of its GT cars from the 50s and 60s, which is where the 12Cilindri comes in. And so, this successor to the 812 Superfast gave up its ultimate performance throne to the SF90 and instead embraced its GT roots to make the most of the V12 under the bonnet – which can be both incredibly refined but also insanely explosive, depending on what you do with your right foot.</p>

    
  
    
  


<h2>So, what’s under the hood?</h2>

<p>Now, we’ve been over the specs before, but it bears repeating – it’s a 6.5-litre V12 that produces a scarcely believable 128bhp per litre for a total power output of 818bhp at 9,250rpm and 678Nm at 7,250rpm. It redlines at, brace yourself, 9,500rpm, and it’s so incredibly smooth, plus it revs so fast thanks to its titanium conrods, that you can get up to the redline and not even know it unless you’re looking at the digital tach on the instrument cluster.</p><p><img src="https://images.autox.com/uploads/2025/03/1741784971851-vk7o-Ferrari-12Cilindri-Spider-1.webp" alt="Ferrari 12Cilindri Spider-1.jpg" style="width: 100%; height: auto;"></p><p>Yes, it reaches 100km/h in 2.9 seconds and 200km/h in 7.9 seconds from a standstill, but it also has a cabin outfitted with the finest handstitched Italian leather and all the tech you can possibly imagine. It gets three displays – one for the instrument cluster, one for the central screen, where you can connect your phone, and the third is a passenger screen integrated into the dash, so your unsuspecting co-driver can keep an eye on the revs as he or she hangs on for dear life.</p>
  
    
  


<p>Of course, in true Ferrari fashion, it’s got massive gear shift paddles mounted to the steering column – as opposed to onto the steering wheel – which is just how I like them because you always know where they are. The steering wheel has wiper controls and indicator buttons, as well the famous Manettino switch, which you use to control the driving modes. But it also has a very innocuous button on a panel off to one side of the steering wheel that’s marked HELE, which stands for ‘High Emotion, Low Emission.’ That’s Ferrari-speak for the Auto Start-Stop button. Most cars would have an ‘A’ inside a circle, but that just wouldn’t do on a Ferrari. But the thing is that it’s not contrived in the cabin of this car. It’s simply a result of the Ferrari mindset of passion and precision. Of course, they strive for absolute performance and aim for perfection, but at the heart of every decision is emotion – the emotion it evokes when you interact with the machine. And you get a sense of that ethos from everyone who works at Maranello, regardless of whether that person is in his or her first week or a veteran who’s been there for decades.
      
<br></p>
  
<h2>So, what’s it like from behind the wheel?</h2>

<p>Well, I would love to tell you that I spent my time in the 12Cilindri Spider bouncing off the 9,500rpm rev limiter, but in fact we were met with a torrential downpour that felt less like Southern Europe and more like South Mumbai in the monsoon. But what these conditions did was usher in a complete revelation in terms of just what this Ferrari GT is capable of.</p>

<p>You would imagine that an 800+ horsepower rear drive beast would be a terrifying experience in the pouring rain – especially on the tight and twisting coastal roads of Portugal, but in in truth, with the Manettino set to ‘Wet,’ it was almost as docile as a Fiat Panda. But the minute you bury your right foot into the carpet, it quickly turns into a thoroughbred stallion – but never a bucking Bronco. You can see the traction control button flashing away on the dash as you try and overwhelm the rear tyres, but the electronics are so well calibrated that it modulates the power perfectly to match the prevailing levels of grip. Sure, you can always get in over your head with that much power on tap but show a little restraint and the 12Cilindri will humour and entertain you in equal measure.</p><p><img src="https://images.autox.com/uploads/2025/03/1741785017763-ioei-Ferrari-12Cilindri-Spider-Rear-Three-Quarter.webp" alt="Ferrari 12Cilindri Spider-Rear-Three-Quarter.jpg" style="width: 100%; height: auto;"></p><p>Of course, any opportunity I got between the near incessant showers, I dropped the top to hear that V12 howl. Sure, it’s slightly muted because of a pair of catalytic convertors and petrol particulate filters, but in ‘Race’ mode, with the flaps in the exhaust open, it’s enough to make your hair stand on end and send chills down your spine. But, really, what stands out in this car is its sheer poise and balance. No one does cohesion quite like Ferrari. Sure, a lot of manufacturers do power and speed quite well, but no one does it with this much style and finesse.</p><p><img src="https://images.autox.com/uploads/2025/03/1741785044538-hxid-Ferrari-12Cilindri-Spider-Side-Profile.webp" alt="Ferrari 12Cilindri Spider-Side-Profile.jpg" style="width: 100%; height: auto;"></p>

    
  


<p>So, what you’re getting in the 12Cilindri is a level of performance &amp; style mated to a versatility &amp; usability that’s simply unmatched. You get bragging rights and the ultimate tech of course, but what really sets this machine apart is its breadth of capability, which is in a league of one. This really is a car that you can drive cross-country to your favourite racetrack, have a blast at the limit, and then drive home again at breakneck speed – in true GT fashion.</p>

<p>Job well done Ferrari! Thank you for flying the V12 flag – may you continue to do so for a long time to come…</p>




<p>[tabs]</p>

<p>[tab title="<strong>Ferrari 12Cilindri Spider</strong>"]</p>

<p><strong>Engine:</strong> 6,496cc V12 (Dry Sump)  </p>

<p><strong>Transmission:</strong> 8-speed DCT</p>

<p><strong>Power:</strong> 819bhp </p>

<p><strong>Torque:</strong> 678Nm</p>
 
<p><strong>Acceleration:</strong> 0-100km/h 2.95 sec</p> 

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

<p><strong>Price:</strong>&nbsp;Rs 9.15 Crore Ex-showroom</p>

<p><strong>X-Factor:&nbsp;</strong><em>Supremely engineered. Stupendously fast. Stunningly beautiful.</em></p>

<table cellpadding="1" cellspacing="1">
	<tbody>
		<tr>
			<td>
			<p><strong>Pros &nbsp;</strong>&nbsp; &nbsp;&nbsp;&nbsp; &nbsp;&nbsp;&nbsp;<br>
			•&nbsp; As fast &amp; versatile as anything ever conceived. </p>

			</td>
			<td>
			<p><strong>Cons</strong><br>
			• Only for the extremely well heeled. </p>
			</td>
		</tr>
	</tbody>
</table>

<p>[/tab]</p>

<p>[/tabs]</p>


Ferrari 12Cilindri Spider First Drive Review: Versatility in Verde

We drove a naturally-aspirated V12, convertible Ferrari offering maximum involvement but a torrential downpour threatened to spoil the party.

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

<p>&nbsp;</p>

<p>[tabs]</p>

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

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

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

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

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

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

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

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

			<p>•&nbsp; Smart Design</p>

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

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

<p>[/tab]</p>

<p>[/tabs]</p>


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

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

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