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Porsche India&nbsp;is a division of&nbsp;<a href="https://www.autox.com/new-cars/volkswagen/" title="Volkswagen">Volkswagen</a>&nbsp;Group Sales India Private Limited, with its headquarters in Mumbai. It is now the sole importer for Porsche’s range of sport luxury cars – including the iconic 911, Boxster, Cayman,&nbsp;Macan, Cayenne and the&nbsp;Panamera.

<hr />
The Porsche range is available through the network of exclusive Porsche Centres across the country, located in Gurugram, Bengaluru, Ahmedabad, Kochi, Kolkata and Mumbai as of 2018. Porsche Centre Gurugram became the first official Porsche showroom to launch in India. While Porsche had made its way to India through an import agreement with Precision Cars India back in 2007, it was only in 2012 that Volkswagen, who had purchased Porsche by then, made an announcement to bring in Porsche as an independent sales brand to India.

As a result, the first ever Porsche cars in India to be launched officially were the 911 Carrera, Boxster and the Cayenne. The range of Porsche all cars in India (as of 2018) consists of the 718 Cayman, 718 Boxster, 911 Carrera, 911 Turbo, 911 GT3 RS, Panamera, Macan and the Cayenne. In words of the company itself, all Porsche car models showcase exemplary driving characteristics, thoroughbred performance, engineering excellence, attention to detail and exquisite craftsmanship.

As of 2018, the Panamera is the priciest Porsche car on sale in India, making it the flagship model for Porsche India.

Porsche car prices start from around 86 lakh rupees for the 2018 718 Cayman. All Porsche car price listings can be found on the website of&nbsp;<a href="https://www.autox.com/" title="autoX">autoX</a>.

When you’re offered an opportunity to spend a weekend in Germany driving one of your favourite sportscars in the world, what do you say? OH HELL YES!&nbsp;

The Porsche 911, in all its forms over the past 50 years, is perhaps one of the most unique sports cars in the world. The sloping roof and the flared arches – the Coke bottle shape as some designers refer to it – is something that has constantly evolved in a typical German fashion over the decades.&nbsp;

And to give credit where credit’s due, the 911 – owing to Porsche’s brilliant engineering – has become, perhaps, the only rear-engine car that has been refined to a degree where it virtually defies the laws of physics. Of course, I could go on-and-on about what makes the 911 so special, but let’s focus, for once, on the most important thing here – me getting an opportunity to spend a weekend driving the latest generation of the 911 (the 992) on the amazing highways of Germany and also in the beautiful Black Forest region.&nbsp;

https://www.youtube.com/watch?v=iB3Ww2NBprU&amp;t=28s

The stuff of dreams&nbsp; 
Now that I’ve truly made you envious of me, it’s time for a confession. I’ve been a 911 fan for as long as I can remember. In the days when we didn’t have mobile phones or even the Internet, I’d read about the Porsche 911 in magazines. Those were the days when things were analogue – both magazines and cars – and if you wanted stability control, you had it readily available. It was called a long travel throttle, which you squeezed just enough to make sure your rear-engined 911 didn’t suddenly spin and spit you off the road. In fact, for this very reason, certain variants of the 911 – like the first GT2 – were originally referred to as the ‘Widow-maker.’&nbsp;

Decoding the 992 
The original formula of the standard 911, then, hasn’t changed much over the past 7 decades. It’s a (relatively) small sports car with 2+2 seating – to be honest, though, the rear seats are pretty much unusable and can best be used for storing luggage – and the engine is still hanging off the rear axle. The design remains very true to the original, but has undoubtedly evolved in many ways.&nbsp;

<img alt="Porsche 911 Interior" src="/uploads/2019/06/2018-porsche-911-interior.jpg" style="width: 642px; height: 336px;" />

And even after seven decades, it still looks unique. It’s an achievement, really. It’s so unique that it’s impossible for anyone to confuse a 911 for another car. One of the aspects of the evolution of its design is that the 911 has grown in all dimensions – length, width and weight – to not only accommodate the wishes of an ever-evolving customer base, but also to meet more stringent safety standards over the years.&nbsp;

I find the design of the 992 911 quite fantastic. It’s been further refined, and I love the large, single-piece tail light – which is once again becoming a Porsche trademark, as it well should. Paired with the 3D ‘Porsche’ lettering and the quad exhausts, the rear end of the 911 looks purposefully detailed.&nbsp;

Similarly, the new front end, with the LED headlights and big air dams, gives it a commanding road presence. In fact, even in a country like Germany, where 911s are a dime a dozen, my Carrara White test car drew a lot of attention and many compliments, especially from an elderly gentleman who was driving his ‘whale-tail’ 930 911 Turbo.

Chequered flag 
The interior of the 911, like most Porsche products, exudes fantastic quality. The fit-and-finish of the various materials, and the way the toggle switches and other controls operate provide a very tactile and satisfying feedback. The centre of the cabin is dominated by a 10.9-inch touchscreen, which – like in the Macan and Cayenne – is simply stunning and a delight to operate.

<img alt="2019 Porsche 911 Infotainment Screen" src="/uploads/2019/06/2018-porsche-911-infotainment-screen.jpg" style="width: 642px; height: 336px;" />

Thankfully, the 911 retains an analogue rev counter, which is finished exactly like the tachometer from older 911s – a great nostalgic touch that’s a nod to the rich history of the 911. I’m not really a fan of how the stubby gearshift lever looks though, but it does work very effectively.

The sports seats – finished in a stunning chequer-flag pattern – also deserves special praise, not only for the support they provide when driving enthusiastically but also for how comfortable they are during long drives. If there’s a bone to pick with the 911’s interior though, it has to be the rear seat space – which, as I said earlier, is rather limited for anyone except very young children.&nbsp;

Black Forest cake (and eating it too) 
After taking the delivery of the 911 from the Porsche factory at Zuffenhausen – it’s right next to the stunning Porsche Museum, which is a must-visit – the first thing I did was hit the autobahn. I mean, with an iconic machine that produces 444bhp from its twin-turbo 3.0-litre flat-six engine, it’s hard not to try and find the fastest stretch of road around.

Thankfully, there are still many unrestricted stretches of the autobahn around Stuttgart, and before I knew it, we – me and the 911 – were doing speeds well in excess of 200km/h. And it was entirely legal!&nbsp;

<img alt="Porsche 911 Sunroof" src="/uploads/2019/06/2018-porsche-911-sunroof.jpg" style="width: 642px; height: 336px;" />

There are a couple of things that immediately strike you about the 992. First, even though the Carrera S is just above the entry-level Carrera trim, with 444bhp – which is nothing in today’s world of supercars, with 650 to 800bhp – it is quick! ‘0 – 100km/h in just 3.5 seconds’ quick. It launches off the line far faster than anything else because of added traction at the rear wheels, which have the engine is positioned right above them. Oh, and the car keeps accelerating till it reaches a top speed of 308km/h.&nbsp;

Secondly, despite the twin-turbos, there’s virtually no turbo lag – peak torque kicks in at 2,300rpm and stays flat till 5,000rpm – and the throttle response is fantastic. And, once again, with its big 305-section tyres at the rear and amazing engineering, it’s difficult to break traction in the 911, which means that putting the power down while coming out of tight corners is stunningly easy with minimal risk. What also helps here is the 1,515kg kerb weight, which is quite low by modern standards.&nbsp;

With its (optional) sports exhaust switched off, the 911 is deceptively quick and gains speed in a heartbeat. On German highways, it was a fantastic feeling to be able to drive at ridiculously high speeds legally and, more importantly, safely – you know that no driver will suddenly pull out in front of you in the fast lane while you’re driving close to the 300km/h mark.&nbsp;

If at all there’s an issue at high speeds, it’s the steering. Don’t get me wrong, it’s very communicative at all speeds, but, at truly high speeds, the front end does become a tad light – as there’s not much weight at the front of the car. It’s nothing alarming though! In fact, it makes you focus more on the driving experience – as even the slightest jiggle at the steering keeps you on full alert, something that, in my opinion, only adds to the driving appeal of a communicative car.&nbsp;

<img alt="Porsche 911 Rear Three Quarter" src="/uploads/2019/06/2018-porsche-911-rear-three-quarter.jpg" style="width: 642px; height: 336px;" />

The fine print 
As you may have noticed, I had a whale of a time driving the 911 on some truly fine German roads. But, as always, there are a few things to consider when you’re thinking of buying a 911 in the Indian market. First, with its 20 and 21-inch wheel setup, the 911’s ride is firm, even on German roads, which, on Indian roads, is always going to be a challenge.&nbsp;

Two, the 911 is not exactly cheap at `1.82 Crore (ex-showroom), but I think that given the levels of quality and engineering it offers, not to mention the history of both Porsche and the 911, it’s actually priced quite well.&nbsp;

After all, if you’re in the market for a reliable and fast sports car that you can drive everyday – and you can drive this everyday – the 911 has literally no equal. The reason the 911 is so popular is the fact that the car is endlessly customisable, right from the colour to the interior to the wheels, along with a million other options. All of this makes it a very attractive project for many enthusiasts, who want something really custom-made for their collection. And, at the end of the day, the 911 offers the possibility of using it every day without any issues of reliability or durability, even in our tough driving conditions.&nbsp;

What’s truly astounding about the latest 992 generation is just how advanced it is over the outgoing 991 911 – which felt like the best and most usable sports car in the world thus far. And that’s what’s amazing about the Porsche engineers – they find a way of upping the game with each new generation. Just when you think that the 911 can’t possibly get any better, it does.&nbsp;

For me, driving one of my favourite sports cars in the world on some of the finest roads was like living a dream. Driving in the Black Forest region, with the sunroof open, under the shining Sun – try doing that in India – was an experience of a lifetime. Meanwhile, I’ll keep filling larger piggybanks in the hope that someday I’ll own my own 911. Till then, I’ll keep asking Porsche to let me drive their cars as often as they can… &nbsp;&nbsp;

<hr />
<img alt="Porsche 911 Gear Lever" src="/uploads/2019/06/2018-porsche-911-gear-lever.jpg" style="width: 642px; height: 336px;" />

The cabin of the 911 &nbsp;exudes fantastic quality. The fit-and-finish of the various materials, the toggle switches and other controls provide a very tactile and satisfying feedback. The centre of the cabin is dominated by a 10.9-inch touchscreen.

<hr />
<img alt="Porsche 911 Alloy Wheel" src="/uploads/2019/06/2018-porsche-911-alloy-wheel.jpg" style="width: 642px; height: 336px;" />

With its 20 and 21-inch wheel setup, the 911’s ride is firm, even on German roads – which, in Indian conditions, is always going to be a challenge.

[tabs]

[tab title="Porsche 911 Carrera S "]

Engine:&nbsp;2,981cc / Flat-Six / Twin-Turbocharged

Fuel:&nbsp;Petrol

Transmission:&nbsp;8-Speed Dual-Clutch Automatic / Rear-Wheel Drive

Power:&nbsp;444bhp @ 6,500rpm

Torque:&nbsp;530Nm @ 2,300-5,000rpm

Price: ₹ 1.82 Crore (Ex-showroom)

X-Factor:&nbsp;Even in the Carrera S trim, with just 444bhp, the Porsche 911’s performance and everyday usability make it one of the most desirable and practical sports cars in the world.

<table cellpadding="1" cellspacing="1">
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		<tr>
			<td>
			Pros &nbsp;&nbsp; &nbsp;&nbsp;&nbsp; &nbsp;&nbsp;&nbsp; 
			• One of the most recognisable sports cars in the world 
			•&nbsp;Fantastic build quality 
			•&nbsp;Terrific engine response
			</td>
			<td valign="top">
			Cons 
			• Ride can be quite firm
			</td>
			<td>&nbsp;</td>
		</tr>
	</tbody>
</table>

[/tab]

[/tabs]

Also read -&nbsp;<a href="https://www.autox.com/news/car-news/2019-porsche-911-launched-in-india-at-182-crore-105843/">2019 Porsche 911 launched in India at ₹ 1.82 crore</a>

<a href="https://www.autox.com/track-test/2016-porsche-911-carrera-s-track-test/">2016 Porsche 911 Carrera S Review: Track Test</a>

Porsche 911 Review: First Drive

The Porsche 911 is, perhaps, the most capable sports car in the world since its very arrival. With the latest 992 generation, the Porsche, yet again, proves its worth. We drive it on the beautiful roads of Germany to find out.

It doesn’t get much better than witnessing the mechanical symphony that this roof performs as it tucks away into the cabin. Fortunately, the rest of the car isn’t too shabby either…

Before I attempt to this machine, I have a confession. I was asked recently what the most important car of all time is – and my answer was immediate, if not especially profound. It consisted of just two numbers: a 9 and an 11!

So, perhaps I’m not best placed to write this. A bit biased? I’m afraid so…

But I answered 911 for good reason. You see, Porsche have managed to take something that should be so wrong, and turn it into something so right! The engine is, after all, just hung out the back. It’s a bit like putting the horse after the cart. And, yet, it works – very, very well indeed.

And no matter what people will have you believe, it’s worked from day one. To say that Dr. Porsche was a genius would be the understatement of the century. This is the man who went from making a 16-cylinder Grand Prix engine – also positioned behind the driver – to designing the People’s Car. That, of course, formed the basis for the 911 – which was designed by his grandson, Ferdinand Alexander (better known as Butzi Porsche).

<img alt="Porsche 911 Targa 4S Speedometer" class="alignleft size-full wp-image-44402" src="/uploads/2015/03/driven-porsche-911-targa-4s-mar-2015-pic3.jpg" style="width: 642px; height: 336px;" />

There’s a purity and timelessness to the design of the 911 that continues to this day – that’s what allows it to look brand new even today. This is a car that has been carefully and methodically honed over the past 50 years – how can other sports cars compete with that?

Personally, I’ve always been fond of the design of the Targa (take a look at the last page of this test for a short history of this special model) – perhaps it’s because the Targa Florio is my favourite race of all time. At any rate, I’m very glad that Porsche has reverted to the original design – as opposed to palming off a humungous sunroof as a Targa, as it’s done for the past decade and some.

Our test car was especially striking in black, while the brushed aluminium-look roll-hoop provides the perfect contrast – not to mention the clear lens taillights. Now, normally, I’m not a fan of clear lenses – but, on this car, in this trim, it just works. The Targa looks fantastic. Ordinarily, I would say that looks are subjective – but if you’re not moved by how this car looks, you need to get your eyes checked. The wraparound rear glass, the wider than normal rear haunches, the slit-like tail lights, the simulated roll hoop – it’s all oh so very alluring. Kim Kardashian has nothing on the rear end of this Porsche!

The interior is built like a vault. The yellow gauges and seatbelts of our test car did clash with my staid personality though. But, what of how it drives? Our test car has Porsche’s Powerkit that adds about 30 extra ponies under the stout rear bonnet. And, well, I suppose they’re needed too since the Targa is heavier than the 911 Turbo. The only thing that I can say about the driving experience, though, is best summed up in one word – sublime!

<img alt="New Porsche 911 Targa 4S Interior" class="alignleft size-full wp-image-44399" src="/uploads/2015/03/driven-porsche-911-targa-4s-mar-2015-pic6.jpg" style="width: 642px; height: 336px;" />

The naturally aspirated flat-six that produces well above 100 horsepower per litre (especially with the Powerkit), and revs to 7,800rpm. And what a marvellous, awe-inspiring tune it sings. The trouble with the 911 – especially the Carrera 4 – is that it’s so capable, it’s so refined, and it’s so stable that you just don’t feel those extra horses being pumped out by the Powerkit because the chassis can handle so much more. At around the 6,000rpm mark, perhaps I did feel a bit of an extra kick that my bottom wants to accredit to the Powerkit. The question is then – is it really worth the extra 22 lakhs that you would shell out for it? Well, the Porsche options list is notoriously pricey – but if you have the money for a 911, then there’s always a little loose change left over for extra horsepower, isn’t there?

For it’s part, the Targa behaves exactly like any other 911 – which is to say sensationally well. If you charge into a corner, the front-end gets a little light, but then it hunkers down on the power and shoots towards the horizon like a bat out of hell. The seven-speed dual-clutch gearbox is a triumph of science and engineering – but I would still prefer a manual. Although, I am a bit peeved because apparently you can’t turn off the auto-blip function on the manual transmissions of new 911’s. Well, if I needed a computer to blip the throttle for me, I wouldn’t buy a manual in the first place thank you very much…

The electronic steering on this car, which has gotten a bit of flack, is actually equally sublime. There’s a delicacy and fluidity in this machine that’s just missing in all other cars. It’s so comfortable, and so approachable that you would have to be a ham-fisted idiot to get it wrong in this car. It’s so versatile that you can actually go vegetable shopping in it – on the way to the track that is.

It’s a beautiful machine, and the Targa offers the best of both worlds – it drives like a proper 911, while posing with the best of them.

<img alt="2015 Porsche 911 Targa 4S Side Profile" class="alignleft size-full wp-image-44395" src="/uploads/2015/03/driven-porsche-911-targa-4s-mar-2015-pic10.jpg" style="width: 642px; height: 336px;" />

[tabs]

[tab title="Porsche 911 Targa 4S"]

Engine: 3,800cc / Flat-Six / 24 valves / DOHC / VarioCam Plus / Direct Injection

Fuel: Petrol

Transmission: 7-Speed Dual-Clutch / All-Wheel Drive

Power: 396bhp @ 7,400rpm (425bhp with Powerkit)

Torque: 440Nm @ 5,600rpm

Acceleration: 0-100km/h – 4.4 seconds

Price: Rs. 1.78 crores (Ex-showroom, Delhi)&nbsp;Rs. 2.5 crores (As tested)

[/tab]

[/tabs]

FLASHBACK

<img alt="Porsche 911 Targa 4S Rear Dynamic" class="alignleft size-full wp-image-44391" src="/uploads/2015/03/driven-porsche-911-targa-4s-mar-2015-pic14.jpg" style="width: 642px; height: 336px;" />

&nbsp;

This Porsche model is named after a famous Italian road race – the Targa Florio.

Since 1906, the Sicilian hills around Palermo have echoed to the sound of the best sports cars of all time. The Targa Florio has a history that predates the likes of Le Mans and the Mille Miglia. And, frankly, there’s something wildly poetic about seeing these competition machines duke it out on the narrow lanes of historic Sicilian towns and villages.

Porsche, of course, fared very well at the Targa Florio – because their cars were always especially adept at catapulting around tight corners. The race was discontinued in 1977 due to safety concerns, and Porsche became the most successful manufacturer at the Targa – beating out Italian greats like Ferrari and Alfa Romeo.

In the late 60’s, the US government – also due to safety concerns – was considering outlawing open-top sports cars. And so Porsche’s answer was the 911 Targa. It had a roll hoop for added protection, while the soft top could be removed and the plastic rear window could be folded away. In 1968, this turned into a fixed rear glass – and this design stuck for a couple of decades and successive model generations.

<img alt="2015 Porsche 911 Targa 4S Rear Dynamic" class="alignleft size-full wp-image-44389" src="/uploads/2015/03/driven-porsche-911-targa-4s-mar-2015-pic16.jpg" style="width: 642px; height: 336px;" />

In the early 90’s, the roll hoop was gone, and the Targa featured a massive glass roof that slid underneath the rear windshield. This unique solution stuck till as recently as the previous generation of the 911 – the 997. But, with the 991, Porsche has gone back to the original – well, visually anyway! In this case, there’s no manual labour involved. Everything happens at the press of a button.

The rear glass lifts up and out like this 911 is Bumblebee’s second cousin, while the roof tucks away into the opening below. It’s actually a pretty spectacular sight – very reminiscent of the first time you saw the hard-top of an SLK fold away and disappear into the trunk.

As party tricks go, it doesn’t get much better than this…

Porsche 911 Targa 4S Review

An extremely capable sports convertible - that's what describes the Porsche 911 Targa S in the flesh. On top of the 911 Targa S, here's a history lesson you might be interested in. Read on.

Porsche 911 [2006-2019] price starts at ₹ 14022300. Check specifications, features, mileage, colours, variants, images, FAQs, news, reviews, and videos.

Porsche 911 Cabriolet breaks cover

Porsche 911 GT2 RS launched in India

New Porsche 911: Preview

Porsche celebrates 70th anniversary in 2018

2019 Porsche 911 Cabriolet spotted

2016 Porsche 911 Carrera S - Track Test

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Porsche

Porsche 911 [2006-2019]

A comfortable sports car

The 911 range is really the best option for those who are new to the supercar experience. It is an easy car to drive around and lets you get used to the power in a progressive manner.&nbsp;

RightHandDriving

3800 CC

Porsche has revealed the convertible version of the new 992 generation of the 911

In under two months after the debut&nbsp;of the coupe, Porsche has revealed the convertible version of the all-new 911.

Ever since the first drop-top 911 surfaced in 1982, it has been a staple of the Porsche’s 911 range ever since. With the latest model, the 911 convertible has all the innovations of the coupe in addition to a new hydraulic system that&nbsp;opens and closes the roof faster.

<img alt="Porsche 911 Carrera 4S Cabriolet 2019 Rear" src="/uploads/2019/01/Porsche-911-Carrera-4S-Cabriolet-2019-rear.jpg" />

Based on the new 992 model of the 911, the cabriolet builds on the exact same design, albeit with a removable soft-top roof and an integrated glass rear window. The new model can operate the opening and closing of the roof at speed of up to 50km/h.

The 911 Cabriolet will be initially available as a rear-wheel-drive Carrera S model and the 4S with all-wheel drive. Both are powered by a twin-turbo 3.0-litre flat-six engine mounted at the rear, as tradition goes. The engine is capable of developing 443bhp and 530Nm of torque. Mated to the PDK 8-speed twin-clutch auto transmission, the Carrera S Cabriolet sprints from 0 to 100km/h in 3.9 seconds and can climb all the way up to 306km/h. While the 4S is a tenth quicker to 100km/h and maxes out to 304km/h, the optional Sports Chrono Package can help shave off two more tenths and is available for both cars.

<img alt="Porsche 911 Carrera 4S Cabriolet Interior 2019" src="/uploads/2019/01/Porsche-911-Carrera-4S-Cabriolet-interior-2019.jpg" />

For the first time, Porsche Active Suspension Management (PASM) sport&nbsp;chassis is available for the 911 Cabriolet. The 911 sits on large 20-inch wheels at the front and 21-inch wheels at the rear. The interior is borrowed from the brand new hardtop model featuring a 10.9-inch touch screen in the centre console with the Porsche Communication Management (PCM).

Porsche has revealed the convertible version of the new 992 generation of the 911. In under two months after the debut of the coupe, Porsche has revealed the convertible version of the all-new 911.

This is the most focused 911 ever made by Porsche and it is priced at Rs 3.88 crore (ex-showroom) in India 

Porsche took the wraps off the 911 GT2 RS in July last year. Powered by a 3.8-litre 6-pot bi-turbo motor the 911 GT2 RS is, without doubt, a really fast car. How fast? Soon after the global unveiling, the car challenged the lap record of the legendary Nurburgring circuit and bettered the time of cars like the 918 Spyder and in fact, even its own set target of 7:05.00. The 911 GT2 RS lapped the circuit in a record time of 6:47.30 making it the fastest rear-wheel drive car around the circuit. The 686bhp GT2 RS can do the 0-100km/h dash in 2.8 seconds and record a top-sped of 340km/h.

And it isn’t just the engine that makes the 911 GT2 RS as fast as it is. Porsche has fitted the car with a lot of weight saving materials – the bonnet, front wing, ORVM casings, and the air duct surrounds are all made of carbon fibre. The titanium exhaust that it comes fitted with is 7kg lighter than its predecessor. The 911 GT2 RS also gets a magnesium roof as a standard fitment. Thanks to all these weight-saving solutions, the car tips the scale at just 1,470kg. This gives the car an insane power-to-weight ratio of 466bhp/ton.

This flagship 911 has now been launched in India and carries a price tag of Rs 3.88 crore (ex-showroom). Porsche has allotted more than one unit of this car for India.

The 911 GT2 was first produced in 1995 and was based on the 911 Turbo. The Stuttgart based carmaker brought in the second generation in 2000 and the third in 2007. Introduced in 2010, the first-gen GT2 RS earned the nickname ‘widow maker’ for its mad acceleration and handling prowess. This, second-gen model is even more powerful! &nbsp;&nbsp; &nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;

This is the most focused 911 ever made by Porsche and it is priced at Rs 3.88 crore (ex-showroom) in India .Porsche took the wraps off the 911 GT2 RS in July last year. Powered by a 3.8-litre 6-pot bi-turbo motor the 911 GT2 RS is, without doubt, a really fast car.

Numerous Porsche-themed activities around the world will be held to celebrate their 70th anniversary.

The year 2018 marks the 70th anniversary of Porsche as sports car manufacturer. The brand’s origin dates back to June 8, 1948, post-World War II era in Germany. The day marks the birth of the 356 ‘No.1 Roadster’ built by Ferry Porsche using Professor Ferdinand Porsche’s, his father, life’s work as its foundation.

But the car that really put Porsche on the map was the Porsche 911. It was designed by Ferry Porsche’s son Ferdinand Alexander. The very first 911 made its public debut in 1963 as the successor to the 356, and since then over a million 911s have been built as the car has evolved over the last 55 years.

In order to celebrate the 70th anniversary of the brand, Porsche will host numerous activities around the world. ‘The Porsche Effect’ will open at the Petersen Automotive Museum in Los Angeles in February. In Germany, the first ‘70 years of the Porsche sports car’ exhibition will open at ‘DRIVE, the Volkswagen Group Forum’ in Berlin in March. The Porsche Museum will also hold its own anniversary celebrations with a comprehensive special exhibition opening in June. Sports car fans will be invited for the ‘Sports Car Together Day’ at all of its sites around the world. During the June 16-17 weekend, Porsche will host employees, residents of the Zuffenhausen district and prospective customers for a public celebration at the Porsche Museum in Stuttgart. The Goodwood Festival of Speed in the UK, which is scheduled to be held in July, will also celebrate the brand’s anniversary. The ‘Rennsport Reunion’ in California will be held in September, while the year’s celebrations will conclude with a ‘Sound Night at the Porsche Arena’ in Stuttgart on October 13.

Numerous Porsche themed activities around the world will be held to celebrate their 70th anniversary. The year 2018 marks the 70th anniversary of Porsche as sports car manufacturer. The brand’s origin dates back to June 8, 1948, post-World War II era in Germany.

The spied prototype here is that of the Cabriolet model. There have been several sightings of the car in different variants, but this is the first time that the canvas top is seen in an open position.

Our partner, <a href="https://www.autox.com/quattroruote/">Quattroruote</a>, has spotted a camouflaged test mule of the eighth-generation Porsche 911. Code-named 992 generation, the upcoming model of the 911 is likely to debut in 2019.&nbsp;

The pictures&nbsp;give&nbsp;us a glimpse of what the eighth-gen model of the iconic sports car will get bring along with it. While not much information can be inferred from the front, the rear-end styling of the new 911 will probably reserve big surprises. It was necessary to find a compromise between the technical requirements and the reference to the classic design, even if it had to deal with larger dimensions. Particularly noticeable are the LED profile that runs through the entire tail and the position of the exhausts.

<img alt="2019 911 21" src="/uploads/2018/01/2019-911-21.jpg" />

The changes are actually even deeper – the active aerodynamic profile appears to have larger dimensions, while the engine grid seems reduced in size and appears to have moved towards the centre and upwards. However, the vertical windbreak behind the front seats is very similar to the current model. The 992 generation will also have the task of introducing several enhancements over the current 991, for instance, the interior will give greater emphasis to infotainment.

Things are not very clear on the powertrain front at the moment. <a href="https://www.autox.com/new-cars/porsche/">Porsche</a> has already started to turbocharge the Carrera variants of the current 911, and we can expect turbo to become even more prominent in the next model. Chances of the GT3 and GT3 RS variants to continue with their atmospheric motors are quite slim, due to the increasingly restrictive emission limits.

We have spotted a heavily camouflaged test mule of the eighth-generation Porsche 911. Code-named 992 generation, the upcoming model of the 911 is likely to debut in 2019. The spied prototype here is that of the Cabriolet model.

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

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.
 
 
 
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.<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;">

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.<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;">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.

 
 
 
 


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

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. <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;">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.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.

 
 
 
 


<h2>So, what’s under the hood?</h2>

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.<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;">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.
 
 
 


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.
 
 
 
<h2>So, what’s it like from behind the wheel?</h2>

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.

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.<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;">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.<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;">

 
 


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.

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




[tabs]

[tab title="Ferrari 12Cilindri Spider"]

Engine: 6,496cc V12 (Dry Sump) 

Transmission: 8-speed DCT

Power: 819bhp 

Torque: 678Nm
 
Acceleration: 0-100km/h 2.95 sec 

Fuel: Petrol 

Price:&nbsp;Rs 9.15 Crore Ex-showroom

X-Factor:&nbsp;Supremely engineered. Stupendously fast. Stunningly beautiful.

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

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

[/tab]

[/tabs]

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.

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.<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>
 <h2>KTM 390 Adventure First Ride Review: Design and Quality </h2>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.Also Read:&nbsp;<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>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.<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;">
 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;<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;">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. <h2>KTM 390 Adventure First Ride Review: Ergonomics and Features </h2>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!
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.Also Read:&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><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;"><h2>KTM 390 Adventure First Ride Review: Performance and Handling </h2>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.
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.<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;">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.Also Read:&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>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.<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;">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.<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;">
 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.Also Read:&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><h2>KTM 390 Adventure First Ride Review: Verdict </h2>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.<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;">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.

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.

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?

<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>

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

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.

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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.

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

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.

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

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.

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

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.

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

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.

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

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.

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

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.

Also Read:&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>

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. 
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[tabs]

[tab title="2025 Ather 450X"]

Motor: Permanent Magnet AC

Battery: 3.7kWh

Power: 8.4BHP

Torque: 26NM

Price: ₹1.87 Lakh (Ex-showroom Bengaluru)

X-Factor:&nbsp;The most fun and feature-rich e-scooter

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

			•&nbsp; Smart Design

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

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

[/tab]

[/tabs]

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