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<p>Honda Cars India Limited (HCIL), The first-ever Honda car in India was the iconic City which earned itself the title of the ‘Indian family sedan’ and went on to cement the company’s reputation as a reliable and trustworthy car manufacturer with Japanese precision and quality.</p>

<hr />
<p>Honda Motor Company, Ltd. is basically known as a manufacturer that produces cars and motorcycles. It has been one of the biggest bike producers since the year 1959. Also, it is considered the largest producer in the world for internal combustion engines, with more than 14 million engines being made every year. In 2001, Honda was deemed the second-largest auto manufacturer, while in 2015, it became the eighth biggest auto producer the world over. Acura – the company’s own luxury brand – was launched in 1986, Apart from all Honda cars and motorcycles, Honda also produces marine engines, power generators and garden equipment like lawnmowers. In 2004, the company also got involved in making aircraft – like the HA-420 Honda Jet, that began production in 2012.</p>

<p>With great ergonomics and pricing, Honda City&nbsp;instantly shot to fame and has been selling exceptionally ever since its launch 20 years ago. The launch of the Accord and CR-V in the following years resulted in Honda being perceived as a premium car maker in India.</p>

<p>A pioneer in petrol engines, Honda made its first-ever diesel offering with the Amaze compact sedan in 2013. Honda Cars India Limited (HCIL) has been the much sought-after car maker in India for years and produces vehicles catering to nearly all the segments. The current Honda car model line-up includes the Brio, Jazz, WR-V, Amaze, City, BR-V, CR-V, Civic and Accord. Honda has two plants set up at the moment – one in Rajasthan, and the other in Greater Noida.</p>

<p>The plant in Greater Noida has a capacity of producing 30,000 cars per year, It was later bumped up to 50,000 units. In 2008, it was further increased to 100,000 units.</p>


<p>It took some time, but finally, Honda announced at the Auto Expo earlier this year that the new fifth-generation CR-V will make its debut in October. Earlier generations of CR-V were not perfect and had their shortcomings, which consequently led to sales figures that were nothing to be proud of. So, what were these shortcomings? Well, first and foremost was the lack of a diesel engine – a cardinal sin in the SUV segment, and Honda learned it the hard way. Sadly, there were many who liked and swore by the CR-V brand and were hoping that a diesel engine option would soon be introduced. But with fuel prices skyrocketing every day, even the loyalists were forced to look elsewhere. The other issue was that the older CR-Vs were a lot more compact when compared to the competition, and in India, people prefer practicality over anything else. So,&nbsp;naturally, a 5-seater SUV was a difficult sell in the segment crowded with 7-seaters.</p>

<p>Well, the good thing is that all this belongs to the past now, as the new CR-V comes with a new 1.6-litre diesel engine mated to a 9-speed automatic torque converter transmission. But that’s not all. It is now bigger in dimensions, which translates into a spacious cabin, and has an impressive ground clearance of 208mm. The CR-V is also available with a 2-litre petrol motor that offers a healthy 152bhp and is mated to a CVT gearbox. But it’s a 5-seater and has a ground clearance of 198mm. So, is this a case of too little too late for Honda or a perfect opportunity for them to turn the tide in their favour in the SUV segment? Let’s see . . .</p>

<p><img alt="Honda CR-V Side Profile" src="/uploads/2018/09/CR-V-Diesel.jpg" /></p>

<p><strong>Performance</strong></p>

<p>Let’s start with what matters the most – the 1.6-litre diesel engine, of course. It has a total output of 118bhp! That’s right, even sedans of a lower segment provide a lot more a punch. A certain Verna springs to mind. You might wonder, what was ‘Big H’ thinking, especially when they already have a twin-turbo 158bhp diesel version at their disposable. Well, I don’t know. However, India is a price sensitive market, and perhaps that’s why they decided to go for the single-turbo powerplant. Yes, I agree that on paper 118bhp seems quite underpowered, to say the least. But, and I’m not exaggerating, I’d an entirely different experience, and not a bad one either.&nbsp;</p>

<p>When I pressed the drive button – that’s right the diesel version comes with buttons for different driving modes instead of the traditional gear and parking lever, which also help clear up the console and offer more breathing space – the SUV, to my pleasant surprise, purred away with a linear pickup. Sure, there’s no rush here, but you don’t feel the turbo lag either. With tall gearing ratio, the transmission is so smooth that you don’t even feel the gearshifts. The torque converter transmission does well to distribute the powerband evenly, providing enough grunt in low and midrange to sail through city traffic effortlessly. But it’s lack of power does become evident in the top end of the powerband – it’s here that the CR-V seems desperate for more ponies, especially during a quick overtake on the highway.&nbsp;<br />
But it’s not all doom and gloom for the CR-V diesel, as Honda has cleverly equipped it with paddle-shifters. In Sport mode, the SUV tends to show a bit more spunk. Mind you, paddle shifts are only available in the diesel version.<br />
&nbsp;</p>

<p><img alt="2018 Honda CR-V Front View" src="/uploads/2018/09/CR-V-petrol-front.jpg" /></p>

<p>After driving the diesel trim for some time, I decided to get behind the wheel of the petrol version. It’s a slightly different beast than its diesel counterpart, and from the word go, it shows promising eagerness. But with the CVT gearbox, which frankly is more like a child lock feature, the engine starts whining around the 3,000rpm, and suddenly that initial promise vanishes like good luck. It has always been the CVT’s characteristic to clamp down on power and ensure high fuel economy. I’m sure if it were mated to a manual stick, it’d have been quick off its heels. But then your fuel bills would’ve also been quick to reach stratospheric levels.</p>

<p><img alt="2018 Honda CR-V Rear View" src="/uploads/2018/09/68CR-V-petrol-rear.jpg" /></p>

<p>The way to get the best out of these engines is not to put the pedal to the metal, but to be patient with the accelerator and build up the speed instead of demanding an outright performance from the word go. The diesel certainly shows a lot of promise, but Honda will only be able to justify 118 ponies if they price the CR-V aggressively. And this is quite possible as most of the parts including the engine, barring the transmission, are built in India.</p>

<p><strong>Ride and handling</strong></p>

<p>Kudos to Honda in this department, as the CR-V continues to drive like a car, even though it has an SUV-like ground clearance. As the new SUV is a lot longer and wider, it stays glued to the tarmac at high speeds. During our test drive, not once did it give us any reason to doubt its stability. Now with both the petrol and the diesel AWD weighing 1,545 kgs and 1,725 kgs, respectively, there are times when taking a sharp turn can make you feel the body roll, but it’s nothing unnerving like its bulky rivals.<br />
&nbsp;<br />
The ride quality of the CR-V has to be class-leading, as Honda has got the MacPherson strut suspension and the multi-link rear suspension spot on for Indian conditions. The CR-V carpets broken roads as if it were sailing in the sea. On deep potholes, the ride becomes slightly firm, but there are no bone-jarring thuds. Unlike most of the SUVs in the segment, the CR-V doesn’t wallow to make the ride quality uneasy and spongy. The magic is the result of the fact that the suspensions are fitted with fluid-filled bushings that provide a comfortable ride and, at the same time control, any chassis vibrations.</p>

<p><img alt="2018 Honda CR-V Dashboard " src="/uploads/2018/09/CR-V-Diesel-dash.jpg" /></p>

<p><strong>Feature laden SUV</strong></p>

<p>Honda has left no stone unturned to make the CR-V look the best it can. The SUV now flexes additional muscle, thanks to the chunky wheel arches and fenders. The smart looking full LED headlamps, tail and brake lights along with LED DRLs make the CR-V look premium. Step inside, and you're welcomed by a 7-inch floating infotainment touchscreen beautifully integrated into the dashboard. The seats are extremely supportive. The front seats provide a commanding stance, while the second row is slightly low – but as the seats can slide, there’s always more room for your legs. As a matter of fact, by stretching the wheelbase, the new CR-V has gained more than 50mm of additional legroom than the previous generation. Sadly, the third row has barely any seating room for adults, and it’s better left unoccupied. Also, the third-row seats don’t fold inside the floor completely, resulting in the absolute absence of a flat boot space</p>

<p>The all-black cabin with wooden strips on the centre console, dashboard and doors is a nice touch by Honda. But take a closer look at the quality, and they feel a bit shiny and plastic. The quality certainly could have been much better. The CR-V does offer a lot of storage space and plenty of USB charging ports.</p>

<p><strong>Is it worth&nbsp;buying?</strong></p>

<p>It all comes down to a simple question – what kind of a vehicle are you looking for? If you want a butch SUV that can take you far-flung places, then the CR-V is certainly not for you. But if you are looking to tackle the urban jungle and want to be pampered with comfort features, then the CR-V leads the pack. The diesel and petrol feel refined and are more than capable of conquering city challenges, but on the highway, the former could’ve done with additional ponies. Both ride and cabin quality are class leading. Honda certainly has an attractive package in their hands, but now it all depends on how they price it.</p>

<p>[tabs]</p>

<p>[tab title="Honda CR-V petrol"]</p>

<p><strong>Engine: </strong>1,997cc / 4-cylinder / 16-valve / SOHC / iVTEC</p>

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

<p><strong>Transmission:</strong> Automatic CVT / 2-Wheel Drive</p>

<p><b>Power: </b>154bhp @ 6,500rpm</p>

<p><b>Torque:</b> 189Nm @ 4,300rpm</p>

<p><strong>X-factor:&nbsp;</strong>Drives and handles like a car. It looks very contemporary.</p>

<p>&nbsp;</p>

<table cellpadding="1" cellspacing="1">
	<tbody>
		<tr>
			<td><strong>Pros &nbsp;</strong>&nbsp; &nbsp;&nbsp;&nbsp; &nbsp;&nbsp;&nbsp;<br />
			• Equipment&nbsp;&nbsp;<br />
			• Cabin quality&nbsp;</td>
			<td><strong>Cons</strong><br />
			• Lacks AWD option<br />
			• Standard 5-seater</td>
		</tr>
	</tbody>
</table>

<p>[/tab]</p>

<p>[tab title="Honda CR-V diesel"]</p>

<p><strong>Engine: </strong>1,597cc / 4-cylinder / 16-valve / DOHC / iDTEC</p>

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

<p><strong>Transmission:</strong> Automatic 9-Speed Torque Converter / All-Wheel Drive</p>

<p><b>Power:&nbsp;</b>118bhp @ 4,000rpm</p>

<p><b>Torque:&nbsp;</b>300Nm @ 2,000rpm</p>

<p><strong>X-factor:&nbsp;</strong>More power and more equipment and refreshed styling</p>

<table cellpadding="1" cellspacing="1">
	<tbody>
		<tr>
			<td><strong>Pros &nbsp;</strong>&nbsp; &nbsp;&nbsp;&nbsp; &nbsp;&nbsp;&nbsp;<br />
			• Class leading ride quality<br />
			• Fuel efficient&nbsp;&nbsp;</td>
			<td>
			<p><strong>Cons</strong><br />
			• Needs more power&nbsp;<br />
			•&nbsp;Third row lacks space</p>

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

<p>[/tab]</p>

<p>[/tabs]</p>


Honda CR-V Review: First Drive

While the Honda CR-V of the past had a set of pitfalls, the latest iteration from Honda seems like an improvement in every aspect. And yes, now it comes with a diesel engine too. Here's our extensive review.

Honda CR-V [2018-2020] price starts at ₹ 2839501. Check specifications, features, mileage, colours, variants, images, FAQs, news, reviews, and videos.

2023 Honda CR-V design patent leaked

5th-gen Honda CR-V launched in India at ₹ 28.15 lakh

Honda CR-V Hybrid showcased in Paris

NULL

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Honda

Honda CR-V [2018-2020]

Old one is better

<p>The first-generation CR-V has been my favourite. I am planning to pick up a used one. I loved its simple and aerodynamic design. And compared to all the new CR-Vs, that one looked quite compact.</p>


Honda is a Honda

<p>Honda quality is first class. The finish of plastic and everything is really impressive. Right from their Brio to the CR-V, all cars are great.</p>


My friend has bought it

<p>My classmate's dad has bought this in white. It looks huge and long, and the tail lights look very futuristic. It looks like an SUV from the future.</p>


RightHandDriving

1597 CC

1997 CC

<p><strong>Honda is working on a new generation of CR-V, which could have its global premiere by the end of this year. However, it is too soon to confirm if the new 6th-gen CR-V will make a comeback in the Indian market or not.</strong></p>

<p>Honda India pulled the plug on the CR-V a few years ago; however, globally, the CR-V is quite a successful crossover; and it is about time that the Japanese carmaker brings in a new generation of the CR-V, as the outgoing model made its debut back in 2017.</p>

<p>That being said, Honda is working on an all-new CR-V, and this has been confirmed by a leaked patent design. The new CR-V will mostly break cover by 2023 in the international market. It is too soon to confirm if Honda India will launch the new generation of the Honda CR-V or not; but if so, the new CR-V will have to face a new set of rivals, namely, the Citroen C5 Aircross, updated Jeep Compass, upcoming Hyundai Tucson, Mahindra XUV700, and 2022 Skoda Kodiaq.</p>

<p>The new Honda CR-V will be based on a new platform. The engines are expected to be downsized, but the power output is likely to go up. The CR-V will retain the all-wheel-drive system, but the AWD system will be calibrated for improved driveability and not off-roading.</p>

<p>The interior bits are likely to be revamped as well to complement the bolder exterior styling of the new crossover-SUV. The feature list is likely to be longer, and Honda may offer ADAS with the new CR-V. An official unveiling could take place by the end of 2022, and we may have to wait until then for Honda India to reveal its plans regarding the new CR-V.</p>

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

<p><a href="https://www.autox.com/news/car-news/honda-introduces-antivirus-car-cabin-air-filters-110201/">Honda introduces antivirus car cabin air filters</a></p>

<p><a data-bind="text: post_title, attr:{href: post_url}" href="https://www.autox.com/news/car-news/new-honda-br-v-unveiled-in-indonesia-110088/">New Honda BR-V unveiled in Indonesia</a></p>

<p>https://www.youtube.com/watch?v=45OwHX_9WJU</p>


Honda is working on a new generation of CR-V which could make a global premiere by the end of this year. However, it is too soon to confirm if the new 6th-gen CR-V will make a comeback in the Indian market or not.

<p><em><strong>The new CR-V gets a much-needed diesel powerplant in its line-up; also gets a 5+2 seat layout for the first time.</strong></em></p>

<p>Honda has finally launched the fifth-gen CR-V in India with prices starting from&nbsp;₹ 28.15 lakh for the petrol variant, while the diesel 2WD variant is priced at ₹ 30.65 lakh. The top-spec diesel variant, which comes with AWD, has been priced at ₹ 32.75 lakh (All prices are ex-showroom). While we've already driven the new car prior to its launch, most of the details about the car have been in the open. However, the launch has given us the much-needed price figures of the new CR-V and now we can really see just where Honda has been able to place its latest offering in the competitive SUV segment.</p>

<p>Presenting the All-New Honda CR-V to customers in India, Mr Gaku Nakanishi, President &amp; CEO, Honda Cars India said, 'Today, we launch the globally successful all-new 5th-Generation Honda CR-V which has captured the imagination of SUV lovers across the world. Honda introduced the CR-V brand in India in 2003 as one of the first premium SUVs in the market. The all-new CR-V distinctly offers the fun-to-drive performance of an SUV and the driving comfort of a sedan which makes it a perfect urban SUV.'</p>

<p>While the CR-V has never really been a volume driver for Honda in India, ever since its launch way back in 2003, things are about to change with&nbsp;the new, fifth-gen model. This time, Honda has realised that to be on a level playing field with its competitors, the CR-V needs a diesel powerplant in its line-up. And to make the deal even sweeter, Honda has managed to add a third row of seats as well, which is another first for the CR-V. However, the third-row offering has been limited to the diesel variants.</p>

<p>Spec-wise, the Honda CR-V gets an all-new 1.6-litre diesel engine which puts out about 118bhp and 300Nm of peak torque. The engine is mated to a new shift-by-wire 9-speed automatic transmission. The petrol option on the CR-V is a 2.0-litre unit which churns out 152bhp and peak torque of 189Nm, mated to a CVT automatic gearbox. While the diesel derivatives will be available with 2WD or 4WD options, the petrol variant will remain 2WD only.&nbsp;</p>

<p>The new car also gets a host of new-age features such as a full-colour 7-inch Multi-Information Display (MID) with advanced features like Driver Attention Monitor, Torque Distribution Display. The infotainment system can be worked through a&nbsp;7-inch touchscreen display ad it comes compatible with Apple CarPlay and Android Auto apps. The new CR-V also gets a 3-mode panoramic sunroof and an 8-way power-adjustable driver's seat with 4-way lumbar support. The diesel variants also get paddle shifters.</p>

<p>In terms of safety, the new CR-V will come fitted with&nbsp;ABS, EBD, Brake Assist, Vehicle Stability Assist (VSA), Hill Start Assist (HSA), six airbags, ISOFIX mounts, seatbelt pre-tensioners and even driver attention monitor as standard. Honda has also emphasised on the fact that the CR-V has scored a five-star rating in the ASEAN NCAP crash tests.</p>

<p>The deliveries of the new CR-V will commence immediately and it will be available in a choice of five exterior colours - Golden Brown Metallic, Radiant Red Metallic, Lunar Silver Metallic, Modern Steel Metallic and White Orchid Pearl.</p>

<p><a href="https://www.autox.com/reviews/car-reviews/2018-honda-cr-v-review-first-drive-104507/"><strong>You can read about our first drive review of the all-new CR-V here</strong></a></p>

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


The new CR-V gets a much-needed diesel powerplant in its line-up; also gets a 5+2 seat layout for the first time. Honda has finally launched the fifth-gen CR-V in India with prices starting from ₹ 28.15 lakh for the petrol variant, while the diesel 2WD variant is priced at ₹ 30.65 lakh.

<p>The production-ready Honda CR-V Hybrid has been revealed at the2018 Paris Motor Show</p>

<p>The Honda CR-V Hybrid has made its debut at the 2018 Paris Motor Show. Based upon the fifth generation CR-V, the production-ready hybrid model will have a claimed fuel economy figure of 18.8km/l and CO2 emission rating of 120/km for the European markets where it is expected to go on sale later this year.</p>

<p>The CR-V Hybrid will be available with either two-wheel-drive or all-wheel-drive. The main propelling motor will be a 2.0-litre i-VTEC petrol engine from the standard car and will be paired with an electric motor, which has a combined power output of 181bhp and 315Nm of torque.</p>

<p>The CR-V Hybrid comes equipped with Honda’s i-MMD technology that automatically switches between EV, hybrid and full engine drive modes, depending on driving inputs to deliver the best balance of performance and efficiency. The latest generation CR-V will be launched in India in only petrol and diesel forms later this month. Honda will offer the CRV with five or seven-seat configurations, however, the manufacturer has not revealed any plans to launch the new hybrid version on the Indian market as of now. Honda, however, does sell the Accord Hybrid sedan in India.</p>


The production-ready Honda CR-V Hybrid has been revealed at the2018 Paris Motor Show. The Honda CR-V Hybrid has made its debut at the 2018 Paris Motor Show. Based upon the fifth generation CR-V, the production-ready hybrid model will have a claimed fuel economy figure of 18.8km/l.

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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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