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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>This is the big one from BMW – the brand new 5 Series. Globally, the 3 Series may be BMW’s bestseller, but in India it’s the 5 that counts!</em></p>

<p>Over the last few years, BMW has attempted to retract from the rat race – in the Indian market at least! They say that being number one isn’t their first priority – being profitable and running a sustainable business is. Either way, the most crucial piece of the pie in our neck of the woods for BMW is the 5 Series. So, it’s imperative that they get it absolutely right.</p>

<p>And since an all-new model only comes along once every seven years or so, there are no second chances. Not only that, but the brand new Mercedes-Benz E-Class and the new 5 Series will be out within just a few months of each other – so we’re set for no-holds barred, gloves off action. Expect the new E within the first couple of months of 2017, while the 5 will make it closer to mid-year.</p>

<p>But it isn’t all about sales numbers, there’s a great deal of pride at stake as well. And, of course, the new Audi A6 won’t be too far behind either. Plus, there’s now a dark horse in the race as well, by way of the all-new – and really rather striking – Volvo S90, not to forget the all-new Jaguar XF. So, let the games begin…</p>

<p>Visually, it’s quite clear that the new 5 is very much an evolution of its predecessor. Sure, it takes plenty of cues from BMW’s flagship – the 7 Series. So, the headlights now extend all the way to the slightly more flared nostrils – all of which works to ensure that the front end looks more aggressive than before. It also has active ‘air flaps’ in front, which means that vents in the kidney grille open and close to optimise aerodynamic efficiency and ensure an impressive coefficient of drag of 0.22. In profile, it appears more taut and sharp. At the rear, though, it seems like the designers haven’t quite done enough. While the new 7 is actually quite sleek and modern around back, this one seems to be very much the same as before – with the exception of slightly elongated tail lights. That being said, there’s no getting away from the fact that the new design is typical 5 Series. The ‘Dame Edna’ headlights and quirky boot of the Chris Bangle 5 Series of a decade ago have been banished to the history books, and this one strictly has its game face on – and its proverbial Hugo Boss suit.</p>

<p><img alt="BMW 5 Series Interior" class="alignnone size-full wp-image-84301" src="/uploads/2016/12/New-BMW-5-Series-Interior.jpg" style="width: 642px; height: 336px;" /></p>

<p>On the inside, it’s much the same story as well. The cabin is very clearly inspired by the new 7 – which means that it’s a lot more plush than before. Naturally, of course, it’s got a whole lot of tech as well. The really important bit, though, is the fact that it addresses what was the biggest area of concern for the outgoing car – rear seat comfort. The new 5 Series is 36mm longer than the outgoing machine, and the extra space as a result is immediately evident the minute you step into the back seat. Not only are the seats far more comfortable than before, but there’s also a lot more head and legroom back there – nowhere near the acres of space you get in the extended wheelbase 7 Series, but certainly a lot more than ever before. The entire cabin, in fact, feels more upmarket. The levels of fit-and-finish are on another level altogether. Our test car also had a 10-channel, 16-speaker, 1,400-watt Bowers and Wilkins audio system, and so it was littered with beautifully finished stainless steel speaker grilles all over the cabin – all of which added to the luxury quotient. Plus, the seats in our ‘Luxury’ line test car came draped in quilted leather, and were incredibly comfortable.</p>

<p>The list of new technology in the car is endless. A 10.25-inch touch-screen sits atop the centre console and features a completely new iDrive interface. A digital instrument cluster is accompanied by an all-new multi-colour head-up display that’s 70% larger than before and not only gives you speed &amp; navigation instructions, but also speed limit warnings, adaptive cruise control information, and even a digital stop sign that pops up with an audible alert. That excuse of “I’m sorry officer, I didn’t see the sign,” certainly isn’t going to work anymore!</p>

<p>The digital instrument cluster still isn’t as good as Audi’s Virtual Cockpit, but BMW makes up for that with a truly impressive – albeit slightly distracting – head-up display. The thing is, though, impressive as it is, we won’t be using much of this tech in India. Speed limit information is picked up via a camera atop the windshield that reads road signs – of which we don’t have many, never mind the fact that speed limits are rarely enforced anyway. And, of course, stop signs are either non-existent or ignored altogether. But, back to the car…</p>

<p><img alt="New BMW 5 Series Rear Static" class="alignnone size-full wp-image-84302" src="/uploads/2016/12/New-BMW-5-Series-Rear-Static.jpg" style="width: 642px; height: 336px;" /></p>

<p>The 5 Series also has a fairly advanced semi-autonomous driving mode. All you have to do is engage the adaptive cruise control and then lane-assist to enable the car to drive along the highway with little input from the driver. It’ll follow the car in front and even steer around sweeping bends. All the driver has to do is lightly keep one hand on the wheel – remove it, and the car will give you immediate reminders to put your hands back on the wheel. And rightly so, since there were a number of instances when the car seemed to weave within its lane or even stray out of lane. The cars behind me either thought that I was an exceptionally bad driver, or drunk.</p>

<p>The biggest challenge for the 5 Series was the lane-change assist, which required you to tap the indicator in the intended direction of travel. This leads the car to move to the desired lane if the blind-spot warning gives it the green flag. And move it does, but the trouble arises when it comes time to stabilise the car in its new lane. Most times, it aimed straight for the Armco or wall beyond the solid white line that marked the limit of the motorway – something the cameras really ought to have picked up. Let’s just say that autonomous driving is still an inexact science. I suppose it didn’t help that it was either overcast or pouring with rain during our two-day test. Nevertheless, it’s still a work in progress.</p>

<p>Technology that we will use in India, however, is gesture control – that’s made its way into the 5 from the 7 – and wireless connectivity for Apple CarPlay and Android Auto, which is new. The driving modes now come with an Adaptive mode, which adjusts to your driving style as well as to the road ahead based on GPS information – if so equipped. Another aspect that will go down extremely well with future Indian owners is the ride-and-handling balance. The ride, even on the 275/35 R19 performance tyres on the 540i M-Sport, was exceptionally good despite the broken roads on the Portuguese coast around Cabo da Roca – the most westerly point on the European continent.</p>

<p>There were two cars for us to sample – the 530d xDrive with all-wheel drive and the 540i rear-wheel drive petrol variant producing 335 horsepower. I have to admit that I wasn’t entirely sure what to make of the diesel-powered 5 Series that we first drove. The previous generation 530d was a stonker of a machine – virtually an everyday M5 minus the insane reserves of power. The BMW engineers had gone to great lengths to point out that they had managed to reduce the overall weight by 100 kilos over the previous generation. And, unlike the new 7 Series, which has what BMW calls Carbon Core construction (carbon fibre in the B-pillars and roof in order to reduce weight), the new 5 – based on the same modular platform as the 7 – uses a mix of high-strength steel, aluminium and magnesium to provide the majority of the weight savings. The full weight loss regime is accomplished by taking a scalpel to virtually every single component in the car. Their target was, thus, achieved without the use of carbon fibre – which anyway would have been too expensive and impractical in a car that has the kind of volumes that the 5 Series has.</p>

<p><img alt="2017 BMW 5 Series Front Static" class="alignnone size-full wp-image-84300" src="/uploads/2016/12/New-BMW-5-Series-Front-Static.jpg" style="width: 642px; height: 336px;" /></p>

<p>In addition to lower mass, the engines in the new 5 Series have improved efficiency and power thanks to better thermal management. Given all of that, and how athletic the new 7 Series feels, I expected the new 5 Series to be the ultimate sports sedan and luxury car combined. And while the 530d xDrive felt extremely capable and refined, it wasn’t very engaging for the driver. Of course, these heightened levels of comfort and refinement will undoubtedly go down very well with Indian owners – but, for me, there was something missing. The steering was corrupted by the various driver assistance technologies, and while the drivetrain was as smooth, silent and capable as you can possibly imagine it just didn’t seem to provide that all-important zing.</p>

<p>But, then, the following day we drove the 540i M-Sport – which was a completely different animal. The more aggressive stance and thick-rimmed (too thick if you ask me) steering wheel meant business. The 3.0 litre twin-scroll turbo petrol motor was relentless in it power delivery and the chassis felt completely unperturbed by the task of putting copious levels of power down to the ground – despite the fact that we were in the middle of a torrential downpour virtually the entire day. The chassis was unflappable, the steering direct, and the drivetrain immediate. This was everything I had hoped that the new 5 Series would be. At the same time, it was incredibly comfortable and poised.</p>

<p><img alt="2017 BMW 5 Series Front Motion" class="alignnone size-full wp-image-84299" src="/uploads/2016/12/New-BMW-5-Series-Front-Motion.jpg" style="width: 642px; height: 336px;" /></p>

<p>Now neither of these models will come to India – neither the all-wheel drive 530d nor the fire-breathing 540i. What we will get will be the 520d, maybe the 530d, and eventually the next generation M5. There isn’t a 520i in the line-up currently, so there’s a chance we may even get the 530i that has a 2.0 litre turbocharged petrol motor that produces in excess of 250 horsepower. In the case of the 530d xDrive I can only imagine that the all-wheel drive hardware added complexity and weight in all the wrong places, and that the two-wheel drive variants that we’ll get in India will have all the inherent goodness of the new 540i.</p>

<p>Now both the diesel models – the 520d and 530d – are Euro VI compliant with particulate filters and ammonia injection tanks. Naturally, when they come to India, some of this hardware will be left out – at least until the Euro VI norms are enforced.</p>

<p>All told, what we have here is a machine that’s very advanced, capable, refined and comfortable – and so it ticks all the boxes that the 5 Series should. I still can’t help but feel that they’ve been a little too conservative with the design, both inside and out. But, then, what is it that they say – if it ain’t broke, don’t fix it. Wise words. And ones that BMW has certainly taken to heart!</p>

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

<p>[tabs]</p>

<p>[tab title="BMW 530d xDrive"]<br />
<strong>Engine:</strong> 2,993cc / In-line 6-Cylinders / Variable Geometry Turbocharger / CRDi</p>

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

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

<p><strong>Power:&nbsp;</strong>261bhp @ 4,000rpm</p>

<p><strong>Torque:</strong> 620Nm @ 2,000 - 2,500rpm</p>

<p><strong>Acceleration:</strong> 0-100km/h – 5.4 seconds</p>

<p><strong>X-FACTOR:&nbsp;</strong>A 5 Series that feels like a mini 7 Series, but still drives like a sports sedan – well, in M-Sport spec anyway.<br />
[/tab]<br />
[tab title="BMW 540i"]<br />
<strong>Engine:</strong> 2,998cc / In-line 6-Cylinders / Twin Scroll Turbocharger / Direct Injection</p>

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

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

<p><strong>Power: </strong>335bhp @ 5,500 - 6,500rpm</p>

<p><strong>Torque:</strong> 450Nm @ 1,380 - 5,200rpm</p>

<p><strong>Acceleration:</strong>&nbsp;0-100km/h – 5.1 seconds</p>

<p><strong>X-FACTOR:&nbsp;</strong>A 5 Series that feels like a mini 7 Series, but still drives like a sports sedan – well, in M-Sport spec anyway.<br />
[/tab]<br />
[/tabs]</p>

<p><strong>Also Read:&nbsp;<a class="entry-title" href="https://www.autox.com/interviews/frank-schloder-acting-president-bmw-india-accepts-the-award-for-the-750li/" rel="bookmark" title="Permalink to Frank Schloder, Acting President, BMW India, accepts the award for the 750Li.">Frank Schloder, Acting President, BMW India, accepts the award for the 750Li.</a></strong></p>


BMW 5 Series Review: First Drive

The 3-Series has always been the go to enthusiast car for many, but it's the BMW 5-Series that have always garnered affection - for the amazing rear comfort - of the Indian consumers. Read our full BMW 5-Series review to see what's new with this opulent saloon.

<p><em>The 5 Series gets updated equipment and some styling tweaks. We drive the BMW&nbsp;520d for our BMW 520D and to sample the latest avatar of the 5.</em></p>

<p>The battle to stay atop the luxury car market worldwide is a challenging task, with multiple brands locked in a close contest – and the scenario is no different in India. In the recent past, Audi has been the number one luxury car brand in India, but BMW is still my favourite luxury carmaker because they offer cars that not only look good and drive well, but also because of the diversity of their product offerings. So, while they might not be at the top of the Indian luxury market at present, the Bavarian carmaker isn’t exactly sitting back with its feet up – it’s constantly updating it’s fleet, and their best-selling mid-sized luxury sedan is just one of the steps to hit back. The 5 Series has recently received mild updates visually, and it also gets some new technology to give it that extra edge. We flew to Mumbai to drive the BMW&nbsp;520d, and headed straight to the scenic location of Lonavala to enjoy a beautiful drive in a good-looking car and do our BMW 520D.</p>

<p><img alt="BMW 520D Instrument Cluster" class="alignleft size-full wp-image-26067" src="/uploads/2014/04/driven-bmw-520d-may-2014-pic3.jpg" style="width: 700px; height: 375px;" /></p>

<p>At first glance, you won’t be able to notice any major changes to the styling – because the changes are very subtle over the outgoing car. But, on closer inspection of the ‘Modern’ trim version we had, you will notice that the new front kidney grille is covered in matte chrome and gets additional contour lines and a redesigned lower air intake – along with other parts of the car that are finished in more matte chrome. The headlights have also been updated with a slimmer design, and are all-LED adaptive units – which are standard fitment, along with the 18-inch wheels. Inside the cabin, the seats feature plush leather, while the wood trim is now also a shade lighter than the previous model. Along with some silver accents, these upgrades give the dash a more premium feel. At 6.5 inches, the iDrive Screen is smaller than that of the higher specced 5 Series models, and the BMW 520d doesn’t get satnav as standard fitment either – which the 525 and 530d do. The most interesting feature in the new 5 Series, though, is the high-tech digital instrument panel – which changes its display depending on which driving mode the car is in. You can choose between Sport, Comfort, and EcoPro modes, and the car will adjust engine revs, gearshift points, and steering weight according to the selected driving mode.</p>

<p><img alt="New BMW 520D Left Headlight" class="alignleft size-full wp-image-26066" src="/uploads/2014/04/driven-bmw-520d-may-2014-pic4.jpg" style="width: 700px; height: 375px;" /></p>

<p>The BMW&nbsp;520d features the same 2.0-litre 180bhp diesel unit from the previous model, and it is a refined power-plant that’s quite smooth. The torque remains the same, at 380Nm, but it yields more than adequate performance in our traffic conditions. The 8-speed automatic gearbox has always been one of our favourites, and it remains as brilliant as ever in its prompt response and quick gear changes. During our BMW 520D, we also noticed that the BMW&nbsp;520d is a pleasure to drive and the engine response is perfect for our conditions. On our drive route, as we approached the narrow mountain roads of Lonavala, the BMW&nbsp;520d was put in Sport Mode, and it did a good job of sticking to the road when things got a little twisty. The handling is superb, and the steering is very direct for such a big machine. The gear changes are spot on and very quick. And, if you want more control, you can simply switch to manual mode – which makes the drive even more engaging. And that explains part of the 5’s appeal – one moment you can demand quick performance, and the next moment you can enjoy a relaxed drive, all the while enjoying a luxurious cabin.</p>

<p>Additionally, there are some other technological innovations that have been added to the new 5 Series – such as the fully automatic Parking Assist system, and other safety features like glare free High Beam Assist, Collision Warning, and other driver assistance systems. With the new tech and the refreshed looks, the BMW 5 Series is just another step closer to becoming the ideal luxury sedan. Since it was first introduced to the world in 1972, it’s impressed with its ability and versatility – and the newest model is no different.</p>

<p><img alt="2014 BMW 520D Side Profile" class="alignleft size-full wp-image-26068" src="/uploads/2014/04/driven-bmw-520d-may-2014-pic2.jpg" style="width: 700px; height: 375px;" /></p>

<p>[tabs]</p>

<p>[tab title="BMW 520D Modern"]</p>

<p><strong>Engine:</strong> 1955cc / In-Line 4 / Common Rail Direct Injection</p>

<p><strong>Fuel:</strong> Diesel</p>

<p><strong>Transmission:</strong> 8-Speed Automatic</p>

<p><strong>Power:</strong> 184Bhp @ 4,000rpm</p>

<p><strong>Torque:</strong> 380nm @ 1750-2750rpm</p>

<p><strong>Price:</strong> Rs. 49.2 Lakh (Ex Showroom, Delhi)</p>

<p>[/tab]<br />
[/tabs]</p>


BMW 520D Review, Test Drive

An opulent saloon with great driving dynamics, yes that's the BMW 520d, the diesel iteration of the 5-series. We head to Lonavala to enjoy the supreme comfort and ergonomics of this suave Beemer.

BMW 5 Series [2017-2020] price starts at ₹ 5600000. Check specifications, features, mileage, colours, variants, images, FAQs, news, reviews, and videos.

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BMW 5 Series [2017-2020]

Looks quite similar the 7-Series now

<p>The new 5-Series looks quite similar to the 7-Series now and distinguishing between the two from a distance is nearly impossible. So, a plus point for the 5-Series owners I guess!</p>


Best in luxury

<p>In terms of space and comfort, I would prefer the 5-Series. There are so many features and the car feels very, very smooth for any passenger sitting at the back.&nbsp;</p>


Bad ground clearance

<p>Recently I saw a 5-Series coming out of a pub, and the car had scraped a speed breaker. Ground clearance for all BMWs is very bad. Only SUVs are fine. &nbsp;</p>


RightHandDriving

2993 CC

1998 CC

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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.

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

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

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