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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>The 6GT is a BMW that puts comfort and space first, and driving dynamics second. But does it work?</em><br />
&nbsp;&nbsp;<br />
In India, BMW only offers the long wheelbase version of the 7 Series, and because of that there’s a huge price difference between the 5 and the 7. Many customers who are looking for something within that price gap don’t have much to choose from and that’s where the 6GT comes in.&nbsp;</p>

<p>We’ve already driven the 6GT 640i in Portugal at the global press drive, but now we got to drive the 630i here in India where a lot of different variables affect the way the car performs. Right off the bat, I have to say that the 6GT has been developed to keep passenger comfort in mind, and BMW have admitted this themselves.&nbsp;</p>

<p>The 6GT is a lot more elegant and seductive in its design, compared with the bloated and disproportionate 5GT. The 6GT also has a much longer wheelbase and therefore special attention has been placed on cabin space.&nbsp;</p>

<p><img alt="2018 BMW 6 Series 630i Gran Turismo Interiors" src="/uploads/2019/07/BMW-interiors.jpg" style="width: 642px; height: 336px;" /></p>

<p><strong>Comfort &amp; luxury&nbsp;</strong></p>

<p>When you enter the vehicle, you’re immediately greeted by an airy and open cabin. There’s plenty of space for front passengers, but the luxury feel is accentuated when you sit in the rear seat. There’s plenty of leg and head room. Where the 5 Series is a bit cramped and confined, the 6GT feels like an open-air arena – and quite literally too when you open the panoramic sunroof. The seats are also comfortable, and there are two well placed and decent sized infotainment screens for the rear passengers.</p>

<p>The dash is typical BMW, and virtually identical to the 5 Series. The overall quality sets a luxurious tone thanks to the use of a faux-leather dash and a combination of dark wood and brushed aluminium. The latest iDrive system is also featured with a nice touchscreen and gesture control, and it’s the first BMW in India to get Apple CarPlay – sorry Android users!&nbsp;<br />
&nbsp; &nbsp; &nbsp;<br />
<strong>Not exactly a driver’s car</strong></p>

<p>The only variant that’s available in India is the 630i, which is fitted with BMW’s 2.0-litre, four-cylinder petrol engine producing 258hp and 400Nm of torque. The engine certainly feels super smooth, which is expected from a BMW. And while this motor is very punchy in the 330i, here the added weight means that it’s not the most thrilling. The car picks up speed very well – it has a claimed 0-100km/h time of 6.7seconds, which is quite respectable – however, in real world driving conditions the throttle response seems a little slow, and it doesn’t matter whether you’re in Sport or Comfort mode. Driving inputs might be a bit quicker in Sport, but there’s still a slight lag between when you put your foot down and when the engine finally sends power to the rear wheels. What is impressive though is the 8-speed automatic, which offers a brilliant mix of comfort and speed. It shifts effortlessly in the background without you ever noticing. In fact, I rarely opted to use the paddle shifters.&nbsp;</p>

<p>On the whole, it’s a refined and luxurious drive – and especially on the highway its remarkably sophisticated and well-planted on the road. Depending on the drive mode you find yourself in, the car performs with a different character – but it doesn’t have an overtly sporty nature like BMWs of old. Don’t get me wrong, it’s not a boring car to drive, but it’s definitely not a driver’s car – as more emphasis has been put on comfort and space.&nbsp;</p>

<p>The 6GT does come with a great equipment list, as well as some added goodies over the 5 Series that are mainly specific to the rear passenger. The 6GT gets adaptive LED headlamps, a digital instrument cluster, a panoramic sunroof, four-zone auto climate control, electric rear window blinds, rear entertainment screens and a reclining rear backrest. However, BMW has left out the 360-degree cameras, wireless charging bay for your phone and hands-free parking assist. And, while BMW’s fancy ‘display key’ fob with a touchscreen is also offered, the high-tech remote parking facility is not.&nbsp;</p>

<p><img alt="2018 BMW 6 Series 630i Gran Turismo Rear Screen" src="/uploads/2019/07/BMW-rear-screen.jpg" style="width: 642px; height: 336px;" /></p>

<p><strong>The Competition&nbsp;</strong></p>

<p>The Mercedes E Class is the main rival to the 6GT. When it comes to cabin space, build quality, and features, the E Class outmatches the 6GT I’m afraid. On the other hand, while the petrol variant of the E Class is slightly cheaper, it doesn’t match up to the power figures of the 630i. What it does provide, however, is better rear seat recline, more legroom and boot space that’s 100 litres more than the 6GT.</p>

<p><strong>Should you buy one?</strong></p>

<p>The BMW 6GT is a hard car to love. Even though there’s nothing fundamentally wrong with the car, it just didn’t really inspire me. It’s not just that its driving experience is slightly unengaging. The car doesn’t really stand out in terms of its overall design. It still is a very versatile car though, and I do think that true BMW fans looking for something in this segment would opt for it because they love the brand. But, if you’re an unbiased buyer looking for an easy driving car that offers you plenty of luxurious comfort and space, you might want to look into getting a loan to buy the larger and more expensive 7 Series – or you could skip that trip to the bank and just go for the E Class.</p>

<p>[tabs]</p>

<p>[tab title="BMW 6&nbsp;Series 630i Gran Turismo"]</p>

<p><strong>Engine: </strong>1,998cc / In-line 4-cylinders / 16 Valves / Turbocharged</p>

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

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

<p><strong>Power:</strong> 258bhp @ 5,000-6,500rpm</p>

<p><strong>Torque:</strong> 400Nm @ 1,550-4,000rpm</p>

<p><strong>Acceleration: </strong>0-100km/h – 6.7 seconds</p>

<p><strong>Price:</strong> ₹60.8 lakh (ex-showroom)</p>

<p><strong>X-factor:</strong> A BMW that’s built around the needs of its rear-seat passengers.&nbsp;</p>

<table cellpadding="1" cellspacing="1" style="width: 100%; font-size:14px;">
	<tbody>
		<tr>
			<td style="font-size:14px;"><strong>Pros &nbsp;</strong>&nbsp; &nbsp;&nbsp;&nbsp; &nbsp;&nbsp;&nbsp;<br />
			• Cabin space &amp; comfort<br />
			• Sophisticated ride<br />
			• Wonderful transmission</td>
			<td style="font-size:14px;"><strong>Cons</strong><br />
			• Unengaging from behind the wheel<br />
			• Slow throttle response</td>
		</tr>
	</tbody>
</table>

<p>[/tab]</p>

<p>[/tabs]</p>


BMW 6 Series 630i Gran Turismo Review, First Drive

Unmatched driving experience - that's the first thing that pops in the head when you think of the Blue and White propeller moniker. The BMW 6 Series 630i GT, although, follows a different approach. How different? Here's the answer.

<p><em>Mercedes-Benz pulled off a bit of a coup when it launched the extended-wheelbase E-Class in India earlier this year, but it seems that this comfort and class battle is just warming up. BMW recently launched the brand new 5 Series, and is quickly following it up with this – the new 6 GT.</em></p>

<p>In the world of four-door coupes, where choices are limited, the BMW 6 Series Gran Coupe stood out for its sinuous lines and low-slung coupe design – which gave it a special charm and individuality that also helped create a segment of its own. There was an elegant open-top version too. But now the boffins at BMW have come up with a fresh take in the form of the 6 GT – a more elegant and plusher alternative to the ungainly 5 GT.</p>

<p><strong>GT lines</strong><br />
The 6 GT seems to have been born out of the need for BMW to stay in the game, because large GTs are still in vogue – even in India. But, while the practicality of a hatch-style boot has its appeal, today’s younger luxury car buyers also seek a design aesthetic that matches their outlook. And the 6 GT manages to bring this mix of attributes to the category. Its design is pretty true to classic GT roots, with a sharply rising windscreen that elegantly slopes towards the rear roofline and ends in a stubby boot. But, at over five metres in length, its proportions instantly strike you. In fact, the 6 GT is built on the same platform that’s shared between the new BMW 5 and 7 Series luxury sedans.</p>

<p>&nbsp;So, the 6 GT is a fairly large car that bears a clear resemblance to the current 6 Series Gran Coupe’s design. Its four full-size doors will certainly be appreciated by Indian buyers, as will the easy access to the cabin with its relatively tall stance provides. Better still, the standard air suspension will allow the 6 GT to be raised by another 20mm up to speeds of 40km/h. This will help greatly on our roads.</p>

<p>When you view the new 6 GT, it does look as though it’ll be a heavy car. But BMW officials who were present during the test drive in Lisbon said that the new model is 150kgs lighter than its predecessor. A part of this saving has come from the increased use of aluminium and high strength steel in the body. The elimination of the split tailgate further added to the weight savings.</p>

<p><strong>Upgraded luxury</strong><br />
Step into the 6 GT and the cabin immediately feels luxurious, with a combination of materials. The layout of the driver-oriented cockpit is very familiar. Though several elements feel familiar, they have been clothed in newer, upgraded materials – like the matt, open pore wood inserts. The leather-clad seats in the 640i we were driving were huge, extremely comfy and offered a number of adjustments for finding the right position. But, the driver’s seat, even at the lowest position, did seem to be set higher than in the 5 GT. That said, there’s a lot of shoulder and legroom – plus, headroom at the rear is more than adequate despite the sloping roofline.</p>

<p>Hexagonal design elements dominate the dashboard and central console. The dark brown and beige colour theme works well to elevate the cabin. There are a lot of new features and high-tech systems that have percolated down to the 6 GT from the BMW flagship, the current 7 Series. The 640i gets digital instruments, an 8-inch touchscreen centre-mounted infotainment system that now offers gesture controls, and a Bowers &amp; Wilkins entertainment system. There’s also a lot of other tech on offer in the 6 GT, such as surround view cameras, auto lane keeping assistance and remote parking.</p>

<p><img alt="BMW 6 GT xDrive Interior" src="/uploads/2017/11/BMW-6-Series-Gran-Turismo-640i-xDrive-Interior1.jpg" /><br />
&nbsp;<br />
<strong>Six-cylinder magic</strong><br />
During this test drive, the only 6 GT variant on offer was the 640i M-Sport. This is one of the engines being offered in the new 5 Series currently available in India. And if BMW wanted to impress motoring journalists from around the world who landed in Portugal to try out the new 6 GT, they certainly had the right drivetrain<br />
on offer.</p>

<p>This M-Sport 6 GT features a 6-cylinder petrol engine that generates 335bhp of peak power and 450Nm of torque. This is one refined, buttery smooth mill, which is so quiet that passengers will be isolated from much of the buzz under the bonnet. The engine is paired with an 8-speed ZF automatic transmission, and does the 0-100km/h run in a claimed 5.3 seconds.</p>

<p><img alt="BMW 6 GT Engine" src="/uploads/2017/11/BMW-6-Series-Gran-Turismo-640i-xDrive-Engine1.jpg" /></p>

<p>Power delivery in the 640i is linear, and there’s a lot of torque available on demand – with a strong mid-range. Tapping the throttle with the needle positioned anywhere within the 1,000rpm to 7,000rpm range propels the 640i forward with great urgency. In Sport mode, the 6 GT is even more agile, with the 8-speed ‘box holding gears longer and doing quick double downshifts when needed. The big change in the new 6 GT is in the areas of suspension and steering. This new GT is so pliant that it’s almost wallowy. It almost feels like the suspension tuners from Rolls-Royce crossed over by mistake and got their hands on this Beemer. In Comfort Plus mode, the 6 GT feels like a boat gliding over potholes and bad roads, without a hint of that disturbance coming into the cabin. The steering is also lighter, though not lacking in precision. The suspension and steering feel get a little firmer in Comfort, and the closest it gets to that familiar, rigid BMW suspension and heavy steering feel is only in Sport mode.</p>

<p><img alt="BMW 6 GT Back Three Quarter Motion" src="/uploads/2017/11/BMW-6-Series-Gran-Turismo-640i-xDrive-Back-Three-Quarter-Motion1.jpg" /><br />
&nbsp;<br />
<strong>A welcome alternative</strong><br />
The 6 GT’s changes will be a welcome change from an Indian buyer’s perspective. Most Indian customers will welcome the softer suspension and the lighter steering at slow speeds – especially after the much firmer suspension setups that we’ve seen in BMW’s previous models. Overall, the 6 GT seems to have Asian customers firmly in its crosshairs, with taller than average seating, features to keep rear seat passengers occupied, a pliant ride quality and easy handling in city driving conditions. Compared to the 5 GT, this will also come loaded with a healthy equipment list to take on competitors like the extended-wheelbase Mercedes-Benz E-Class. The comfort and class battle, it seems, is just heating up.&nbsp;&nbsp;</p>

<table cellpadding="1" cellspacing="1" style="width: 100%; font-size:14px;">
	<tbody>
		<tr>
			<td style="font-size:14px;"><strong>Pros</strong><br />
			• Impeccable ride comfort<br />
			• Plush and luxurious cabin</td>
			<td style="font-size:14px;"><strong>Cons</strong><br />
			• Looks that won’t appeal to everyone</td>
		</tr>
	</tbody>
</table>

<p>[tabs]</p>

<p>[tab title="BMW 6 Series Gran Turismo 640i xDrive"]</p>

<p><strong>Engine:</strong> 2,998cc / 6-Cylinders /24 Valves/ Turbocharged</p>

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

<p><strong>Transmission: </strong>8-Speed Automatic / All-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>X-factor:</strong> With a unique combination of luxury, space and practicality, the new 6 GT could prove to be the dark horse in the luxury sedan battle.</p>

<p>[/tab]</p>

<p>[/tabs]</p>


BMW 6 GT Review, First Drive

With the BMW 6-Series GT, the Bavarian carmaker has the Mercedes Benz E-Class LWB in its crosshairs. But with polarising looks, is this the BMW you would prefer? Here's what we think.

BMW 6 Series GT [2018-2020] price starts at ₹ 6590000. Check specifications, features, mileage, colours, variants, images, FAQs, news, reviews, and videos.

First BMW 6 Series Gran Turismo rolls out in Chennai

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BMW 6 Series GT [2018-2020]

If looks could kill…

<p>The 6-Series GT looks phenomenal. I became a big fan of its looks ever since I saw it at the 2018 Auto Expo. Can’t wait to see how it drives.</p>


RightHandDriving

2993 CC

1998 CC

<p>The very first example of the BMW 6 Series Gran Turismo has rolled out of the production line in Chennai.</p>

<p>At the BMW Group Plant in Chennai, the German manufacturer assembles vehicles for the Indian market which include&nbsp;the 3 Series, 3 Series Gran Turismo, 5 Series, 7 Series, X1, X3 and&nbsp;X5. And soon it will also commence the assembly of the upcoming new Mini Countryman. BMW has now also added the new 6 Series Gran Turismo to this lineup, when it was launched at the 2018 Auto Expo. BMW Group India has systematically accelerated its localisation program in India. It has already strengthened its long-term commitment to the Indian market by increasing the level of localisation at BMW Group Plant Chennai up to 50 per cent.</p>

<p>In under a month’s time since the 6GT was released in the Indian market, BMW has already rolled out the first example of the luxury vehicle at their Chennai plant. The model is the 630i Gran Turismo Sport Line that is powered by a 1,998cc, four-cylinder petrol engine, which develops 254bhp and 400Nm of torque. This engine comes mated to an 8-speed automatic gearbox and can accelerate from 0 to100km/h in 6.3 seconds. BMW has priced the 630i GT at Rs. 58.9 lakh (ex-showroom). Currently the 6GT is only offered with a petrol engine, however, BMW has confirmed that a diesel option will also arrive by the end of the year.</p>

<p>Dr. Jochen Stallkamp, Managing Director, BMW Group Plant Chennai said, 'BMW Group Plant Chennai is proud to roll-out the first-ever BMW 6 Series Gran Turismo in India. The BMW 6 Series Gran Turismo is not only a unique concept but also makes a significant mark through its advanced engineering, technology and innovations. Now locally-produced in India, it will create a novel segment and set new benchmarks in the Indian luxury car segment. As always, BMW Group Plant Chennai is committed to deliver the best-in-class products for discerning customers who value the highest level of quality in every detail.'</p>


The very first example of the BMW 6 Series Gran Turismo has rolled out of the production line in Chennai. At the BMW Group Plant in Chennai, the German manufacturer assembles vehicles for the Indian market which include the 3 Series, 3 Series Gran Turismo, 5 Series, 7 Series, X1, X3 and X5.

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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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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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