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<p>Force Motors Limited is the flagship company of the Firodia Group, a firm with extensive experience in the automotive domain spanning across 60 years. From 1958 to 2005, the company was known as Bajaj Tempo Motors because it originated as a joint venture between Bachraj Trading Limited and Germany's Tempo.</p>

<hr />
<p>The founder, late Shri N.K. Firodia gave the term ‘Autorickshaw’ to the world which now finds itself in the Oxford Dictionary. The company is a pioneer of India's LCV industry and is well known for commercial products like the Tempo Matador (the first diesel LCV in India), Minidor and the Traveller. Over the last five decades, it has partnered with global manufacturers including Daimler, ZF, Bosch and MAN.</p>

<p>In 2015, Force Motors inaugurated its new facility at Chennai to produce and test engines for all BMW cars and SUVs made in India. Following suit, Mercedes-Benz, in 2016, entered into an alliance with Force Motors where the latter would produce axles and engines for all Mercedes-Benz cars made in India.&nbsp;&nbsp;</p>

<p>While Force Motors is predominantly a player in the CV segment, the first new Force Motors car in India was the Force One, launched in 2011. In 2013, the latest Force Motors’ cars in India was a tough off-road vehicle, the Gurkha which completes the company’s 2018 passenger vehicle product line-up. What helped the Gurkha in its initial days was the aggressive price. Force Motors cars, as of 2018, has more than 40 dealerships across India.</p>

<p>Force Motors car prices start from around ₹9 lakh for the 2018 Gurkha. All Force Motors car price listings can be found on the website of autoX.</p>


Force Motors Cars : As you may know, Force Motors is an automaker that is synonymous with making rugged vehicles in India. Let us tell you all about the cars Force Motors has on sale in India right here.

<p><em><strong>The second-generation Gurkha is Force Motors’ attempt to emulate the appeal of the vehicle that inspired the Gurkha – the G-Wagen. But, given its off-road bias, is the Gurkha an SUV that you can drive daily?</strong></em></p>

<p>I don’t think that there is a better role model than the G-Wagen for a new <a href="https://www.autox.com/suv-cars-in-india/" target="_blank">SUV</a>. So, it seems that the Force Gurkha is already off to a good start, considering its intentions of emulating the G. But a product doesn’t exist in isolation, it exists amidst competition and, this brings us to the tremendous response that the Mahindra Thar has received, something that folks at Force Motors couldn’t ignore. And perhaps that’s why the folks at Force were egged on to tap into the ever-growing lifestyle vehicle space in the Indian market.</p>

<p><strong>Shades of G&nbsp;</strong></p>

<p>The influence of the G runs deep in the Gurkha – there are significant design touches that emulate the G’s iconic design language. So, if you’re a G-Wagen fan, the bonnet resting on boxy fenders, with round headlamps, and the indicators mounted on the bonnet edge will instantly catch your eye. In profile, the Gurkha’s design looks quite balanced, with its 2,400mm wheelbase and short front and rear overhangs. The large fixed rear windows, which transmit a lot of light into the cabin, is a useful touch. Overall, the Gurkha looks purposeful.</p>

<p>https://www.youtube.com/watch?v=Ptm8LgaFC_k</p>

<p><strong>Utility First&nbsp;</strong></p>

<p>Now, one of the challenges that a small volume manufacturer, like Force, faces is to offer a great interior, for good interior quality and the latest features can be a very costly exercise. Keeping that in mind, you can look at the Gurkha’s interior in two ways. If you look at it charitably, you could say that the interior is a massive upgrade over the last-gen <a href="https://www.autox.com/new-cars/force-motors/gurkha-bs6/" target="_blank">Gurkha</a> and is quite functional and practical. However, if you take the cynical approach, it won’t make sense for a vehicle demanding north of ₹16 lakh (on-road) to have an interior with extremely basic quality and equipment. Now before you jump to the conclusion, let me add in the Gurkha’s defence that it does get four comfortable bucket seats, cubby holes for storage, a 7.0-inch multimedia system with Apple CarPlay, dual airbags, ABS, and LED headlamps.</p>

<p>An interesting feature of the Gurkha is a walkable passage between the rear seats, which can be used via the rear door. This means that you can simply walk into the cabin from the rear door rather than trying to be a contortionist in using the gap behind the front passenger seat. Those large rear windows also add to the overall comfortable ambience.&nbsp;</p>

<p><img alt="2021 Force Gurkha Front Seats" height="720" src="/uploads/2021/10/2021-Force-Gurkha-Front-Seats.jpg" width="1280" /></p>

<p>The seats are well designed and quite supportive, and there is ample room for four adults to comfortably fit in. Additionally, there is a large boot space behind the rear seats, which means going on long trips in the Gurkha with loads of luggage will not be an issue.&nbsp;</p>

<p>However, there are two things that need to be pointed out. With its chassis design and high ground clearance, getting into the front seats of the Gurkha is a task in itself, which necessitates the use of the footstep and the A-pillar mounted grab handle. Second, let’s be honest, despite the fact that the new Gurkha’s cabin is perfectly functional and a major upgrade over that of the previous-gen model, it is still a very basic and utilitarian cabin. So, don’t expect any luxury.&nbsp;</p>

<p><strong>Mountain Goat</strong></p>

<p>Powering the Gurkha is Force’s 2.6-litre turbocharged diesel engine, which, produces 91bhp and 250Nm of torque from just 1,400rpm. In terms of transmission, it comes with a 5-speed manual. There is also off-road gear as standard, which includes selectable four-wheel drive and front and rear differential locks. In fact, with the standard-fit snorkel, the Gurkha has a water-wading capacity of 700mm, which is quite impressive.&nbsp;</p>

<p><img alt="2021 Force Gurkha Rear Quarter" height="720" src="/uploads/2021/10/2021-Force-Gurkha-Rear-Quarter.jpg" width="1280" /></p>

<p>Interestingly, during the test, we also had an older version of the Gurkha, which we fired up to compare the difference in the NVH levels of the two generations. And believe me, the difference is huge. The engine of the new Gurkha is much better insulated, and even the in-car NVH levels are significantly better. You do feel a bit of vibration through the pedals and gear lever, but it’s nothing more than what you’d find in other ladder-frame SUVs. Of course, there is no comparison with an urban SUV, like the Creta or the <a href="https://www.autox.com/new-cars/kia/seltos/" target="_blank">Seltos</a>. &nbsp;</p>

<p>On the road, the suspension setup of the Gurkha really stands out. With its dual wishbones and multi-link rear suspension, the Gurkha remains stable and irons out bumps very effectively. Sure, you can feel the heft of its two-ton weight, but the ride quality has a surety to it. The engine, on the other hand, is excellent at lower speeds – given its low-down torque, you can put the Gurkha into 2nd or 3rd gear and cruise comfortably. On the highway, the Gurkha can attain speeds of 80 – 90km/h comfortably, but beyond that, you begin to feel the limitation of its relatively low 91bhp, high weight, and brick-like aerodynamics. This means that cruising at three-digit speeds is a difficult task and will be an issue on long road trips.&nbsp;</p>

<p><img alt="2021 Force Gurkha Motion Side View" height="720" src="/uploads/2021/10/2021-Force-Gurkha-Motion-Side-View.jpg" width="1280" /></p>

<p>But off-road, the Gurkha works fantastically well. We tried it on slush and rocky paths, and with its stout off-road hardware, the Gurkha tackled everything with ease – here, the low-down torque is really useful. In fact, it wouldn’t be an overstatement to say that the Gurkha feels right at home off-road.&nbsp;</p>

<p><strong>For Serious Off-roaders Only!</strong>&nbsp;</p>

<p>So, I would say that despite all the refinements, more space, better materials, and improved drivability, the Gurkha is still suited for those who love to go off the beaten path. Sure, it’s a lot better to drive than the last Gurkha, but on long road trips, it certainly leaves you wanting more power to cruise at higher speeds and, also, an automatic transmission.&nbsp;</p>

<p><img alt="2021 Force Gurkha 4WD Selector" height="720" src="/uploads/2021/10/2021-Force-Gurkha-4WD-Selector.jpg" width="1280" /></p>

<p>Now, all these missing features, according to the folks at Force, could be available in the future. But for now, there is no doubt that at its price point, the Gurkha is the off-road king, with decent on-road ability. However, I think it needs more refinement and creature comforts before it can be called a lifestyle vehicle of choice.</p>

<hr />
<p>[tabs]</p>

<p>[tab title="<strong>Force Gurkha</strong>"]</p>

<p><strong>Engine:</strong> 2,596cc / Inline-Four / Common Rail / Turbocharged</p>

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

<p><strong>Transmission:</strong> 5-Speed Manual / Four-Wheel Drive</p>

<p><strong>Power:</strong> 91bhp @ 3,200rpm</p>

<p><strong>Torque:</strong> 250Nm @ 1,400 – 2,400rpm</p>

<p><strong>Price:</strong> ₹13.59 Lakh (Ex-Showroom)</p>

<p><strong>X-Factor:&nbsp;</strong><em>A phenomenal off-roader at a relatively affordable price! </em></p>

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

			<p>•&nbsp; Well priced</p>
			</td>
			<td>
			<p><strong>Cons</strong><br />
			• Needs more power</p>

			<p>• Too basic for most people</p>
			</td>
		</tr>
	</tbody>
</table>

<p>[/tab]</p>

<p>[/tabs]</p>

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

<p><a href="https://www.autox.com/news/car-news/2021-force-gurkha-launched-at-rs-1359-lakh-110113/">2021 Force Gurkha launched at Rs 13.59 lakh</a></p>

<p><a href="https://www.autox.com/reviews/car-reviews/force-gurkha-xtreme-review-first-drive-105667/">Force Gurkha Xtreme Review: First Drive</a></p>


New Force Gurkha Review: First Drive

'I don’t think that there is a better role model than the G-Wagen for a new SUV. So, it seems that the Force Gurkha is already off to a good start, considering its intentions of emulating the G' – Ishan Raghava

Force Motors Gurkha BS6 [2021-2024] price starts at ₹ 1510000. Check specifications, features, mileage, colours, variants, images, FAQs, news, reviews, and videos.

Force Gurkha gets pricier by Rs 51,000

2021 Force Gurkha launched at Rs 13.59 lakh

2021 Force Gurkha launch on September 15

NULL

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Force Motors

Force Motors Gurkha BS6 [2021-2024]

RightHandDriving

2596 CC

<p><strong>The Mahindra Thar’s arch-rival, the Force Gurkha sees a price increase. The raw material cost, logistic charges and overall input cost has gone up, hence the off-roader has seen a price revision.</strong></p>

<p>Launched in September 2021, the Force Gurkha has seen its first price hike. The off-roader is dearer by Rs 51,000 which brings its cost up to Rs 14.10 lakh &nbsp;(ex-showroom). Other than this upward revision in price, the Force Gurkha is absolutely unchanged. The mechanicals is the same as before, and so is the features list.</p>

<p>The 2.6-litre turbo-diesel engine churning out 90bhp and 250Nm is still the same. The gearbox is a five-speed unit and there is no option of an automatic transmission. This gives its direct rival, the Mahindra Thar an upper edge as the Thar is available with an auto box, as well as, a petrol motor.</p>

<p><img alt="2021 Force Gurkha Rear Quarter" height="720" src="/uploads/2021/10/2021-Force-Gurkha-Rear-Quarter.jpg" width="1280" /></p>

<p>The features on offer are very basic. The Gurkha gets a seven-inch infotainment system that features Apple Carplay and Android Auto. The SUV seats four, which includes captain’s chairs at the back with individual armrests.</p>

<p>The current Gurkha on sale is a three-door and the brand has been spotted testing the five-door version of the same. The five-door Gurkha is likely to pack more convenience features compared to the outgoing Gurkha.</p>

<p>Expect an elongated wheelbase and a change in the seating layout. The interiors of the long-wheelbase Gurkha are likely to be the same as the outgoing model. The launch of the new five-door Gurkha is expected by mid-2022; but wait, the five-door Mahindra Thar is coming soon as well, most likely by early 2023.</p>

<p><strong>Also Read:</strong></p>

<p><a href="https://www.autox.com/reviews/car-reviews/new-force-gurkha-review-first-drive-110186/">New Force Gurkha Review: First Drive</a></p>

<p><a href="https://www.autox.com/videos/force-gurkha-review-is-it-the-best-off-roader-you-can-buy-autox-110138/">Force Gurkha Review: Is it the best off-roader you can buy? | autoX</a></p>

<p>https://www.youtube.com/watch?v=Ptm8LgaFC_k</p>


The Mahindra Thar’s arch-rival, the Force Gurkha sees a price increase. The raw material cost, logistic charges and overall input cost has gone up, hence the off-roader has seen a price revision.

<p><strong>The Mahindra Thar’s key rival, the Force Gurkha has made a comeback in an all-new second-generation form. The manufacturer has confirmed that the deliveries will commence from October 15.</strong></p>

<p>The second generation of the Force Gurkha has been launched in India. The prices start at &nbsp;Rs 13.59&nbsp;lakh (ex-showroom). In its new avatar, the Gurkha continues to rival the new Mahindra Thar. The prices of the Mahindra Thar diesel ranges between Rs 12.98 lakh (ex-showroom) and Rs 15.09 lakh (ex-showroom). The petrol variants of the Mahindra Thar are priced between Rs 12.78 lakh (ex-showroom) and Rs 14.88 lakh (ex-showroom).</p>

<p><img alt="2021 Force Gurkha Front Left Three Quarter Motion" height="720" src="/uploads/2021/09/2021-Force-Gurkha-Front-left-three-quarter-motion.jpg" width="1280" /></p>

<p>Speaking of the Force Gurkha, the lifestyle offroader gets a 2.6-litre diesel engine clubbed to a five-speed manual gearbox – no automatic gearbox option for now. The turbo-diesel engine in its BS6 state of tune puts out 90bhp and 250Nm of torque.</p>

<p>The drivetrain includes a front and rear manually locking differential. The 2021 Gurkha has a water wading depth of 700mm.</p>

<p>The <a href="https://www.autox.com/new-cars/force-motors/gurkha-bs6/">2021 Force Gurkha</a> gets updated interiors. It includes a seven-inch infotainment system that features Apple Carplay and Android Auto. The instrument cluster also gets some redesigning as well. The Force Gurka is a four-seater and the rear seats can be accessed via the rear door. The passengers in the second row get captain seats with individual armrests.</p>

<p>Force Motors has confirmed that the company is working on a five-door variant of the 2021 Gurkha. The upcoming offroader is likely to be called the Gurkha Expedition and the SUV will feature a five or a seven-seat layout.</p>

<p>Force Motors is accepting the bookings for the 2021 Gurkha at a token amount of Rs 25,000.</p>

<p><strong>Also Read:</strong></p>

<p><a href="https://www.autox.com/news/car-news/mahindra-thar-5-door-what-to-expect-109531/">Mahindra Thar 5-door: what to expect?</a></p>

<p><a href="https://www.autox.com/gallery/bs6-isuzu-d-max-v-cross-photos-109882/">BS6 Isuzu D-Max V-Cross – Photos</a></p>

<p>https://www.youtube.com/watch?v=zIx9zJlMqUI</p>


The Mahindra Thar’s key rival, the Force Gurkha has made a comeback in an all-new second-generation form. The manufacturer has confirmed that the deliveries will commence from October 15.

<p><strong>The dominance of the Mahindra Thar is might weaken, for the new-generation Force Gurkha is on its way. The 2021 Gurkha will be launched in India this week and will directly rival the Mahindra Thar.</strong></p>

<p>The new-generation Force Gurkha will be launched in India on September 15. In this iteration, the Force Gurkha will have a BS6 compliant 2.6-litre turbo-diesel engine. The power figures are expected to be around 90bhp and 260Nm, which is significantly less than its key rival, the Mahindra Thar diesel. Also, the Thar is offered in a petrol variant and a convertible (soft-top) body style – the 2021 Force Gurkha will miss out on both.</p>

<p>The drivetrain will consist of a five-speed manual gearbox, and just as before, Force will offer locking differentials with the new Gurkha. It goes without saying that the Gurkha will continue with a 4x4 system, but we suspect that Force may offer lower variants of the 2021 Gurkha with a 4x2 layout to keep their costs in check.</p>

<p>While the overall look&nbsp;of the new Gurkha is similar to its predecessor, the platform is all new and the chassis is compliant with new&nbsp;safety crash norms.</p>

<p>Force claims to have heavily reworked the interior&nbsp;and made it more sophisticated. The dashboard will be finished in matte, and the Gurkha will have more ergonomic gear levers. The seats have been reworked as well – the rear passengers will now get individual armrests. Speaking of the seating, just like the Mahindra Thar, the 2021 Force Gurkha will be offered in a three-door body type and a four-seat layout.</p>

<p>An official price announcement will be held in a few days. And it's only then we will be able to say to what extent the new Force Gurkha will be a threat for the Mahindra Thar or, even, the <a href="https://www.autox.com/new-cars/isuzu/d-max/">Isuzu D-Max V-Cross</a>.</p>

<p><strong>Also Read:</strong></p>

<p><a href="https://www.autox.com/videos/auto-expo-2020-force-gurkha-2020-107266/">Auto Expo 2020: Force Gurkha 2020</a></p>

<p><a href="https://www.autox.com/news/car-news/mahindra-thar-5-door-what-to-expect-109531/">Mahindra Thar 5-door: what to expect?</a></p>

<p>https://www.youtube.com/watch?v=K2psTGHWsT0</p>


The dominance of the Mahindra Thar is likely to phase out as the new generation Force Gurkha is on its way. The 2021 Gurkha will be launched in India this week and will be positioned directly beside the Mahindra Thar as a lifestyle offroader.

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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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