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<p>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.</p>

<hr />
<p>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.</p>

<p>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.</p>

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

<p>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>.</p>


<p><strong>With the second- generation Panamera, Porsche has finally sorted out its weakest link – the design. We take the more focused GTS version for a spin on the marble-top roads of Bahrain, as well as on its fantastic F1 Circuit.</strong></p>

<p>Before I delve into the details of the new Panamera, I think a confession is in order. I’ve been a Porsche fanboy for as long as I can remember. Of course, part of this is due to the 911, and its lasting allure over the past five decades, but I suppose what always attracted me to the brand was its ground-breaking models, like the 959, 918 and, my personal favourite, the Carrera GT. Everything about that car is simply sublime – its raw appeal, its design, its engineering and, of course, the race-car-derived V10 engine. Talking of race cars, well… there’s no other sports car in the world like the invincible 917, which, along with many other such machines – and yes, I’m looking at you Stefan Roser, piloting the RUF Yellowbird around the Nordschleife in your white socks – that has had me smitten with the brand for god knows how many years now.&nbsp;</p>

<p><img alt="2019 Porsche Panamera GTS Three Quarter Motion" src="/uploads/2018/12/Porsche-Back-Three-Quarter-Motion-small.jpg" /></p>

<p>But it’s true that no brand in the world is perfect – everyone has produced a lemon or two over the decades, and Porsche, despite its achievements, must be held accountable for the first generation Panamera. Sure, the car was a new concept and created its own market, not to mention that it was incredible to drive, but, by God, was it awful to look at. Many years ago, Dhruv and I, on our way to the office, were stuck behind a Panamera, and I distinctly remember telling him that he should either overtake the Panamera or park up and to let it go because I couldn’t bear the sight of it anymore. So, when I got the invitation to drive the latest Panamera, in its pretty hardcore GTS avatar, my reaction was – well, you don’t look a gift horse in the mouth…</p>

<p><strong>It’s beautiful, finally&nbsp;</strong><br />
Let me begin by saying that the biggest achievement of the new Panamera is its impressive design. In the standard trim, the rear-end is a massive improvement over the previous car. Also, in general, the new car has a much more refined design. However, it’s the Sport Turismo version of the Panamera that really catches your eye. With its wagon shape and a very sleek, flowing design, the Sport Turismo has an appearance that would make me very happy indeed to drive this car every day. And, the added functionality of a bigger boot is another draw from a practical front too. In GTS trim, the Panamera gets additional visual features, such as the black chrome all around the car, 20-inch alloy wheels as standard finished in – you guessed it – black, and a lowered suspension. And the GTS also comes in some unique colours, such as the Mamba green that you see here.&nbsp;</p>

<p><img alt="Porsche Panamera GTS Speedometer" src="/uploads/2018/12/Porsche-speedometer-small.jpg" /></p>

<p>A similar theme adorns the interior of the GTS, featuring alcantara in both its roof lining and steering wheel, while the interior trim features brushed black aluminium, which looks great. The seats have GTS stitched on them – some versions of the car have red contrast stitching, which looks fantastic. The interior is spacious and airy, but, mind you, with its big transmission tunnel, it remains a four-seater, albeit a very stylish and luxurious one.&nbsp;</p>

<p>A large screen that mimics the analogue gauges of Porsches of yore, with the tachometer bang in the centre, dominates the view from behind the steering wheel. There’s another large screen that controls the navigation, audio system and the other functions. Interestingly, the controls mounted around the gear lever have the appearance of switches, but in reality, it’s a haptic touchscreen that works quite well – although it does take some time to get used to it.&nbsp;</p>

<p><strong>Light on its feet, of course</strong><br />
Coming to the performance, the Panamera GTS is powered by a 4-litre, twin-turbo V8 engine, which in this trim offers 453bhp and 620Nm of peak torque. Transferring all that power to the road is a standard fit all-wheel drive system paired to an eight-speed dual-clutch gearbox. Given the positioning of the GTS, it’s essentially faster and more track and driver focused than the regular model, but, at the same time, not as extreme as, say, the Turbo. The standard-fit air suspension has also been tweaked for firmer damping, and the car has been lowered by 10mm.&nbsp;</p>

<p>As a result of all this, the steering response on the Panamera is instantaneous. The car feels quite light on its feet, and the engine revs quite freely. The exhaust – a sport exhaust is a standard fit on the GTS – sounds quite nice too, but, given its positioning, I expected the exhaust to be slightly more vocal, at least in sport mode. On the billiard-table smooth roads of Bahrain, the Panamera GTS was brilliant to drive, with instant throttle response, virtually no turbo lag – a result of the turbos being positioned inside the V of the V8 engine for maximum efficiency and quick response – excellent shifts of the dual-clutch gearbox and plenty of steering feel. However, when we encountered some bumps, I couldn’t help but think that on our shattered Indian roads the stiff suspension could be an issue.&nbsp;</p>

<p>On the Bahrain F1 Circuit, the Panamera’s performance really surprised us. For example, despite its over five-metre length and an almost three-metre long wheelbase, the Panamera is remarkably agile, even around corners. Sure, you can feel the size of the car and its two-ton weight limiting the extent to which you can push it, but, despite that, the Panamera was easy to drive and remarkably forgiving. The all-wheel drive system helps immensely in providing traction, and the gearbox shifts brilliantly. With the car in Sport mode, the steering mounted rotary controller allows you to shuffle between modes, and works very well. Accordingly, it was easy to push the car to its limit, and deal with the rather bumpy sections of the track.&nbsp;</p>

<p><strong>Never runs out of breath&nbsp;</strong><br />
There is one other thing about the Panamera that really impressed me. Despite its weight and size, the Panamera performed on the track all day long without any hesitation – neither the engine nor the gearbox heated up or complained at all. All we had to do was to watch the tyres and the fuel levels, and the Panamera continued pounding around the circuit without a hitch. And here I should also complement the huge brakes on the GTS – 390mm at the front and 365mm at the back – which functioned flawlessly all day long. In fact, so capable is the chassis of the Panamera that it feels like the car can easily handle another 200 or 250bhp without any trouble.&nbsp;</p>

<p>In short, the Panamera GTS is a very able and effective machine. And, fortunately, Porsche has finally sorted out its design with this second generation – I would even go as far as to say that the Sport Turismo is one of the coolest cars on sale right now. With its fantastic build quality, sorted dynamics, a great set of seats and ability to fulfil multiple roles, the Panamera GTS is a very tempting choice for anyone looking for a machine that can be used both for long road trips, as well as quick laps on any racetrack in the world. The only bummer – at least for people like me – is the price, which will be just under `2 crores when it hits the Indian market early next year. However, for its target audience, the GTS is a unique two-in-one machine suitable for various roles. As for me, well, when is the next big lottery due again? &nbsp;&nbsp;</p>

<hr />
<p><img alt="2019 Porsche Panamera GTS Alloy Wheel Small" src="/uploads/2018/12/Porsche-Alloy-Wheel-small.jpg" /></p>

<p>The Panamera, in GTS guise, features a bunch of visual clues to differentiate it from other versions. Most apparent of those is the blacked-out chrome trim, the 20-inch black wheels and the badging, which is also, you guessed it, in black.</p>

<p>[tabs]</p>

<p>[tab title="<strong>Porsche Panamera GTS </strong>"]</p>

<p><strong>Engine:</strong>&nbsp;4,000cc / V8 / Twin-Turbo</p>

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

<p><strong>Transmission:</strong>&nbsp;8-Speed Dual-Clutch / All-Wheel Drive</p>

<p><strong>Power:</strong> 453bhp @ 6,000-6,500rpm</p>

<p><strong>Torque:</strong> 620Nm @ 1,800-4,500rpm</p>

<p><strong>X-Factor:&nbsp;</strong>If you’re looking for a fast car that excels at both long road trips, as well as track days, the GTS is pretty hard to beat.</p>

<table cellpadding="1" cellspacing="1">
	<tbody>
		<tr>
			<td>
			<p><strong>Pros &nbsp;</strong>&nbsp; &nbsp;&nbsp;&nbsp; &nbsp;&nbsp;&nbsp;<br />
			•&nbsp;Finally, a good looking Panamera<br />
			•&nbsp;Insane breadth of capabilities</p>
			</td>
			<td valign="top">
			<p><strong>Cons</strong><br />
			•&nbsp;Expensive</p>
			</td>
		</tr>
	</tbody>
</table>

<p>[/tab]</p>

<p>[/tabs]</p>


Porsche Panamera GTS Review: First Drive

The Porsche 911 offers exhilarating performance and loads of fun behind the wheel. But the hot-shod Porsche is a three-door sports car, and what if you need a five-door practical car with mind-numbing performance, albeit a little lesser than the 911? Then, the Panamera GTS comes into the picture.

Porsche Panamera [2017-2023] price starts at ₹ 14899000. Check specifications, features, mileage, colours, variants, images, FAQs, news, reviews, and videos.

New Porsche Panamera Launched in India at Rs 1.68 Crore

2024 Porsche Panamera Interior Revealed Ahead of Global Debut, Features Multiple Screens

2024 Porsche Panamera Spied Testing, Global Debut by End of 2023

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Porsche

Porsche Panamera [2017-2023]

An intimidating beast

<p>The Panamera might not be striking to look at but its size and huge proportions make it all the more exciting to drive on Indian roads. It grabs a lot of attention, which is the whole point of owning a big Porsche like the Panamera.&nbsp;</p>


RightHandDriving

3996 CC

<p>Porsche, the renowned German luxury car manufacturer,&nbsp;recently rolled out the third-generation Panamera sedan in the domestic market. With this, the model&nbsp;arrived on&nbsp;Indian shores&nbsp;exactly a day after it made its worldwide debut. The 2024 version of the Panamera has a starting price of Rs 1.68 crore. On its Official India website, the manufacturer has only listed the base-spec Panamera,&nbsp;which features a V6 unit&nbsp;that exclusively powers the rear wheels. For those unaware,&nbsp;the previous-generation&nbsp;V6 Panamera carried a&nbsp;price tag of&nbsp;Rs 1.57 crore. Regarding market competitors, the sedan goes head-to-head with the&nbsp;Mercedes-AMG GT63 S e-Performance 4-door Coupe in India, which is currently priced at Rs 3.3 crore. All mentioned prices are ex-showroom. Meanwhile, the official bookings for the new Panamera are set to commence shortly.</p>

<p><strong>Also Read:&nbsp;</strong><a href="https://www.autox.com/news/industry-news/porsche-turbo-lineup-to-come-with-a-special-turbonite-badge-with-third-gen-panamera-being-the-first-115264/">Porsche Turbo Lineup to Come With Special 'Turbonite' Badge, Third-Gen Panamera Being the First</a></p>

<h2>New Porsche Panamera:&nbsp;Appearance</h2>

<p><img alt="Porsche Panamera Rear Quarter 2024" height="720" src="/uploads/2023/11/Porsche-Panamera-rear-quarter-2024.jpg" width="1280" /></p>

<p>When it comes to the exterior appearance of the new-gen Panamera, it&nbsp;resembles the&nbsp;outgoing model. The front has been modified, though, with a new bumper that features wider air dams and redesigned headlamps that mimic&nbsp;those of the Taycan sedan.&nbsp;The broad tail lights at the back blend in nicely with the broader bumper cuts at the bottom. Certain exterior details are exclusive to the Turbo and E-Hybrid trim levels of the Porsche, which may not be accessible to buyers as they haven't been introduced in the country as of now.&nbsp;</p>

<h2>New Porsche Panamera: Mechanical Specifications</h2>

<p>Speaking of the global-spec model, the car's innovative hybrid drivetrain&nbsp;which comes standard with the Panamera Turbo E-Hybrid, produces 680bhp of maximum power along with 930Nm of peak torque, enabling it to reach 100km/h in 3.2 seconds.&nbsp;This is due to the new dual-clutch transmission's integration of a more potent electric motor. The engine has 108bhp and oil cooling for improved performance. Moreover, a&nbsp;25.9kWh battery pack has been employed&nbsp;to power this.</p>

<p>On the other hand,&nbsp;the Panamera will only be&nbsp;available in India with a&nbsp;V6 engine first.&nbsp;The&nbsp;2.9-litre twin-turbo unit producing&nbsp;348bhp&nbsp;and 500Nm,&nbsp;represents a gain of 22.6bhp&nbsp;and 50Nm over the previous model. Power for the rear wheels is transferred to them via an eight-speed dual-clutch transmission. The V6 Panamera, according to the manufacturer, can attain a&nbsp;peak&nbsp;speed of 272km/h and boasts a&nbsp;0 to 100km/h acceleration time&nbsp;of&nbsp;5.1 seconds.</p>

<h2>New Porsche Panamera: Suspension Setup</h2>

<p>Two new suspension systems—fully active and semi-active—are also included with the new Panamera. Shock absorbers that are individually controlled for both compression and rebound help the semi-active system's two-chamber air spring design respond to undulations quickly. With its single-chamber air spring, the fully active suspension leverages the power of the hybrid system and offers a more comfortable ride than the semi-active setup.</p>

<p><strong>Also Read:&nbsp;</strong><a href="https://www.autox.com/track-test/2023-porsche-cayenne-lap-time-01072-track-test-115173/">autoX Awards 2023: Porsche Cayenne Performance, Quality and Value for Money Ranked</a></p>

<h2>New Porsche Panamera: Interior and Safety&nbsp;Features</h2>

<p><img alt="2024 Porsche Panamera Interior" height="720" src="/uploads/2023/11/2024-Porsche-Panamera-Interior.jpg" width="1280" /></p>

<p>The interior layout of the new&nbsp;Panamera has been extensively updated, incorporating design cues from the Taycan and the new Cayenne. The 12.3-inch infotainment screen comes from the Taycan, whereas the 12.6-inch instrument panel is sourced from the Cayenne. In order to look over data or access media, the co-driver may choose to make use of a third 10.9-inch unit. Besides these conveniences, a redesigned steering and&nbsp;a gear lever on the steering column&nbsp;are among the other modifications. The infotainment display is the only way to control the airflow from the C-shaped air conditioning vents, much like with the Taycan. Once more, the standard Panamera offers a lot of these features as optional extras. The carmaker&nbsp;has further added more comfortable seats and altered the layout's shape to improve the amount of space in the back. These seats can be adjusted electrically. The media, seating, and air conditioning are all controlled by a display at the back.</p>

<p>Several airbags, an Electronic Stability Programme (ESP), a 360-degree camera, remote park assist, and ADAS technologies including adaptive cruise control, lane keep&nbsp;assist, and more ensure the&nbsp;protection of occupants.&nbsp;</p>


Regarding market rivals, the new-gen Porsche Panamera goes on to compete with the Mercedes-AMG GT63 S e-Performance 4-door Coupe in India, which is currently priced at Rs 3.3 crore (ex-showroom). The official bookings for the sedan are set to commence shortly.

<p>Porsche is gearing up to launch the all-new Panamera for the global markets on November 24. Ahead of its market debut, the luxury carmaker has revealed its interior layout. The Panamera will continue&nbsp;with one more generation of engines, including plug-in hybrid and petrol units, before switching to electric power. The new model’s cabin – it has three screens along with the ‘Driver Experience’, which places the driver at the centre and offers a perfect combination of analogue and digital elements – is undoubtedly inspired by Porsche's electrified Taycan. Here are all the relevant details regarding the 2024 Panamera.</p>

<p><img alt="Porsche Panamera 2024 Interior" height="720" src="/uploads/2023/11/Porsche-Panamera-2024-interior.jpg" width="1280" /></p>

<p><strong>Also Read:&nbsp;</strong><a href="https://www.autox.com/news/car-news/2024-porsche-cayenne-s-e-hybrid-with-505bhp-marks-global-debut-114742/">2024 Porsche Cayenne S E-Hybrid with 505bhp Marks Global Debut</a></p>

<h2>2024&nbsp;Porsche Panamera: Interior Layout and Features</h2>

<p>While the sweeping centre console style of the dashboard remains largely unchanged in the new Panamera, the contents have undergone significant alterations. The updated Panamera now includes a 12.3-inch touchscreen infotainment system, with an optional 10.9-inch passenger display, and a 12.6-inch digital instrument cluster. For the driver, an optional head-up display can be added, serving as a fourth monitor for enhanced visibility and information access.</p>

<p><img alt="Porsche Panamera Interior 2" height="720" src="/uploads/2023/11/Porsche-Panamera-interior-2.jpg" width="1280" /></p>

<p>Numerous climate-control functions have been moved to the touchscreen, resulting in a reduction of physical controls. However, a few conventional rocker buttons for air temperature and potentially fan speed remain. The gear selector has shifted from the centre console to adjacent to the steering wheel, and air vents are now electronically adjustable. The conventional turn-key starter has been replaced with a stop/start button. The overall cabin exudes a sleek and modern aesthetic, featuring ample ambient lighting and stylish accents. The Panamera’s interior will introduce Race-Tex and Pepita fabric upholstery, marking a shift away from leather for the first time. Additionally, the console separating the rear passengers' seating areas can accommodate a digital display.</p>

<p><strong><span style="font-weight:normal">Also Read: </span></strong><a href="https://www.autox.com/track-test/2023-porsche-cayenne-lap-time-01072-track-test-115173/">autoX Awards 2023: Porsche Cayenne Performance, Quality and Value for Money Ranked</a></p>

<h2>2024 Porsche Panamera: Expected Powertrain Options</h2>

<p>The Panamera will feature an upgraded line-up of petrol powertrains featuring extensively modified exhaust systems and adjusted software to comply with Euro 7 emissions standards. In addition to the twin-turbocharged 48V mild-hybrid engines, which are currently available in 2.9-litre and 4.0-litre displacements, the new Panamera is expected to have a significantly redesigned line-up of plug-in hybrid powertrains, which will also be offered with the fourth-generation Cayenne SUV.</p>


Porsche is gearing up to launch the 2024 Panamera for the global markets on November 24. The all-new Panamera will go through one more generation of engines, including plug-in hybrid & petrol units, before switching to electric power. Let's take a look at the model's interior layout.

<p>The 2024 Porsche Panamera was recently photographed at the&nbsp;Nürburgring. Spotted without camouflage, the revised sports sedan is now close to its global debut that&nbsp;is expected to take place near the end of 2023, and it is on the German circuit probably for final tweaking.&nbsp;The Zuffenhausen brand has given only a subtle mid-cycle refresh to its&nbsp;Panamera. The 2024 model year Panamera&nbsp;appears to be a performance derivative (maybe a Turbo) with large front air intakes, brawny brakes, and an extendable spoiler at the rear. While the refreshed model looks virtually undisguised, there is a bit of camouflage with tape around its&nbsp;headlights, similar to the ones available with the current model. The new HD matrix LED headlight technology, which is expected to be introduced in new production models in 2023, could&nbsp;be offered with the updated Panamera model as well.</p>

<p><strong>Also Read:&nbsp;</strong><a href="https://www.autox.com/reviews/car-reviews/performance-evs-porsche-taycan-audi-rs-e-tron-gt-110919/">Performance EVs: Porsche Taycan &amp; Audi RS e-tron GT</a></p>

<p>The German sports car&nbsp;manufacturer claims that the new HD matrix setup&nbsp;will set new benchmarks in glare-free high-beam lighting performance, quite&nbsp;a departure from the one used by existing Porsche models. The new Porsche&nbsp;models are said to use&nbsp;two separate light sources to perform the low- and high-beam functions.</p>

<p>Coming back to the new Porsche Panamera, it seems&nbsp;to have slim taillights, that is probably because of the black tape covering up some changes. Along with the extendable spoiler, there is a set of four tailpipes residing out back. The new vehicle sits low to the ground and has a fake design sticker masking the front fender vents. And if we see broadly, the 2024 Panamera will have the same dimensions as before.&nbsp;</p>

<p><img alt="2024 Porsche Panamera Spotted 1 " height="720" src="/uploads/2023/06/2024-Porsche-Panamera-spotted-1-.jpg" width="1280" /></p>

<h2>2024 Porsche Panamera: Interior &amp; Features</h2>

<p>It is also believed that the interior of the upcoming Panamera will receive a significant upgrade, including dashboard layout, features, and connected car technology, however, details have been kept under wraps. If a previous set of spy images are anything to go by, then the 2024 Panamera will most probably feature a 12.3-inch infotainment system, a 12.6-inch driver's display, and an optional 10.9-inch passenger display. The same upgrades have been adopted by the latest Porsche Cayenne SUV. Moreover, a more advanced Porsche Communication Management system with 5G data compatibility is also likely on the cards.&nbsp;</p>

<h2>2024 Porsche Panamera: Engine</h2>

<p>Under the hood, the&nbsp;2024 Porsche Panamera will receive the updated versions of&nbsp;twin-turbocharged 2.9-litre V6 and 4.0-litre V8 petrol engines,&nbsp;paired with 48V mild-hybrid technology. Along with revised powertrains, the new Panamera will adopt reworked exhaust systems and software to meet Euro 7 emission standards. Similar to the new generation Cayenne SUV, the Panamera could also use&nbsp;a revised&nbsp;plug-in hybrid powertrain.</p>

<p><strong>Also Read:&nbsp;</strong><a href="https://www.autox.com/reviews/car-reviews/2021-porsche-panamera-review-first-drive-109250/">2021 Porsche Panamera Review: First Drive</a></p>

<p>The upcoming Porsche Panamera will presumably&nbsp;be&nbsp;a bit dearer than the current model, which ranges between Rs 1.44 crore and Rs 2.43 crore (ex-showroom). But, this will be revealed shortly after the grand premiere. When launched, the new Panamera will take on the likes of the BMW 8 Series Gran Coupe and the Mercedes-Benz CLS. &nbsp;</p>

<p>In recent news, Porsche unveiled&nbsp;the latest iteration of its logo in&nbsp;celebration of its 75th anniversary. The new logo sports a few changes (including a new crest)&nbsp;over the outgoing logo, but remains true to its original design. According to the automobile manufacturer, all its new production models will feature an updated&nbsp;crest, with the 2024 Porsche Panamera likely to be the first car to wear it.&nbsp;</p>

<p><a href="https://www.motor1.com/news/669502/2024-porsche-panamera-nurburgring-spy-photos/">Source</a></p>


The upcoming Porsche Panamera will possibly be a bit more expensive than the current model, which ranges between Rs 1.44 crore and Rs 2.43 crore (ex-showroom). But, the pricing details will be revealed shortly after the grand premiere.

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

<p>Well, since July 2013 to be exact – that’s the last time I drove a Ferrari V12 convertible. And it just so happens that the Ferrari 12Cilindri is the spiritual successor of this very machine – a 1971 365 GTS, the Daytona Spider, which directly inspired the styling of the front-end of this machine.
      
    <br></p>
  
<p>At the time, even in my wildest dreams I couldn’t have possibly imagined that over a decade later, on the 16th of April 2024, Ferrari would ensure that the lineage of the front-engined V12 GT would endure, thanks to the 12Cilindri.</p><p><img src="https://images.autox.com/uploads/2025/03/1741785060147-1jvd-Ferrari-12Cilindri-Spider-Front.webp" alt="Ferrari 12Cilindri Spider-Front.jpg" style="width: 100%; height: auto;"></p>

<p>And I certainly couldn’t have predicted that I would be at Maranello on that fateful day, when both the Berlinetta and Spider would be unveiled to an unsuspecting bunch of motoring journalists from across the globe. But that was just the unveil. This would finally be my chance to get behind the wheel – here in Cascais in Portugal, on the western most tip of the European continent.</p><p><img src="https://images.autox.com/uploads/2025/03/1741784879542-zhk3-Ferrari-12Cilindri-Spider-infotainment-screen.webp" alt="Ferrari 12Cilindri Spider-infotainment-screen.jpg" style="width: 100%; height: auto;"></p><p>The 12Cilindri Spider was kitted out in its launch livery of Verde Toscana, which was offset perfectly by the black contrasting trim. And, to my eyes, it’s an absolutely stunning machine – a design that, for some reason, the pictures simply do no justice! It’s clean and elegant, while being muscular and curvaceous at the same time. There’s a timelessness to the design, and I personally think it’ll age very well indeed.</p>

    
  
    
  


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

<p>Well, the name is a dead giveaway – the car is pronounced Dodici Cilindri, which literally translates to 12 cylinders in Italian. The engine was so important to this machine – so central to Ferrari in fact – that they decided to name this car after its engine configuration. You see, across the industry, engines are either being downsized and turbocharged or hybridised, or both, so the idea of a naturally aspirated V12 is not just truly alluring but also incredibly courageous from the Prancing Horse. </p><p><img src="https://images.autox.com/uploads/2025/03/1741784948629-7w76-Ferrari-12Cilindri-Spider-Rear-View.webp" alt="Ferrari 12Cilindri Spider-Rear-View.jpg" style="width: 100%; height: auto;"></p><p>Now that’s not to say that Ferrari hasn’t also gone down the turbo and hybrid route already – in fact, with its performance flagship, the SF90, it’s attached a pair of turbos to a V8, not to mention added a battery pack and a set of motors to give it 1,000 horsepower and all-wheel drive. Meanwhile, in the achingly beautiful and spectacularly fast 296, it’s even gone down the V6 route (which is also turbocharged and hybridised) for the first time since the Dino in the 60s. And, of course, it’s also heading down the EV route, with its first all-electric supercar that will be revealed later this year.</p><p>But Ferrari also wants to retain the essence of its GT cars from the 50s and 60s, which is where the 12Cilindri comes in. And so, this successor to the 812 Superfast gave up its ultimate performance throne to the SF90 and instead embraced its GT roots to make the most of the V12 under the bonnet – which can be both incredibly refined but also insanely explosive, depending on what you do with your right foot.</p>

    
  
    
  


<h2>So, what’s under the hood?</h2>

<p>Now, we’ve been over the specs before, but it bears repeating – it’s a 6.5-litre V12 that produces a scarcely believable 128bhp per litre for a total power output of 818bhp at 9,250rpm and 678Nm at 7,250rpm. It redlines at, brace yourself, 9,500rpm, and it’s so incredibly smooth, plus it revs so fast thanks to its titanium conrods, that you can get up to the redline and not even know it unless you’re looking at the digital tach on the instrument cluster.</p><p><img src="https://images.autox.com/uploads/2025/03/1741784971851-vk7o-Ferrari-12Cilindri-Spider-1.webp" alt="Ferrari 12Cilindri Spider-1.jpg" style="width: 100%; height: auto;"></p><p>Yes, it reaches 100km/h in 2.9 seconds and 200km/h in 7.9 seconds from a standstill, but it also has a cabin outfitted with the finest handstitched Italian leather and all the tech you can possibly imagine. It gets three displays – one for the instrument cluster, one for the central screen, where you can connect your phone, and the third is a passenger screen integrated into the dash, so your unsuspecting co-driver can keep an eye on the revs as he or she hangs on for dear life.</p>
  
    
  


<p>Of course, in true Ferrari fashion, it’s got massive gear shift paddles mounted to the steering column – as opposed to onto the steering wheel – which is just how I like them because you always know where they are. The steering wheel has wiper controls and indicator buttons, as well the famous Manettino switch, which you use to control the driving modes. But it also has a very innocuous button on a panel off to one side of the steering wheel that’s marked HELE, which stands for ‘High Emotion, Low Emission.’ That’s Ferrari-speak for the Auto Start-Stop button. Most cars would have an ‘A’ inside a circle, but that just wouldn’t do on a Ferrari. But the thing is that it’s not contrived in the cabin of this car. It’s simply a result of the Ferrari mindset of passion and precision. Of course, they strive for absolute performance and aim for perfection, but at the heart of every decision is emotion – the emotion it evokes when you interact with the machine. And you get a sense of that ethos from everyone who works at Maranello, regardless of whether that person is in his or her first week or a veteran who’s been there for decades.
      
<br></p>
  
<h2>So, what’s it like from behind the wheel?</h2>

<p>Well, I would love to tell you that I spent my time in the 12Cilindri Spider bouncing off the 9,500rpm rev limiter, but in fact we were met with a torrential downpour that felt less like Southern Europe and more like South Mumbai in the monsoon. But what these conditions did was usher in a complete revelation in terms of just what this Ferrari GT is capable of.</p>

<p>You would imagine that an 800+ horsepower rear drive beast would be a terrifying experience in the pouring rain – especially on the tight and twisting coastal roads of Portugal, but in in truth, with the Manettino set to ‘Wet,’ it was almost as docile as a Fiat Panda. But the minute you bury your right foot into the carpet, it quickly turns into a thoroughbred stallion – but never a bucking Bronco. You can see the traction control button flashing away on the dash as you try and overwhelm the rear tyres, but the electronics are so well calibrated that it modulates the power perfectly to match the prevailing levels of grip. Sure, you can always get in over your head with that much power on tap but show a little restraint and the 12Cilindri will humour and entertain you in equal measure.</p><p><img src="https://images.autox.com/uploads/2025/03/1741785017763-ioei-Ferrari-12Cilindri-Spider-Rear-Three-Quarter.webp" alt="Ferrari 12Cilindri Spider-Rear-Three-Quarter.jpg" style="width: 100%; height: auto;"></p><p>Of course, any opportunity I got between the near incessant showers, I dropped the top to hear that V12 howl. Sure, it’s slightly muted because of a pair of catalytic convertors and petrol particulate filters, but in ‘Race’ mode, with the flaps in the exhaust open, it’s enough to make your hair stand on end and send chills down your spine. But, really, what stands out in this car is its sheer poise and balance. No one does cohesion quite like Ferrari. Sure, a lot of manufacturers do power and speed quite well, but no one does it with this much style and finesse.</p><p><img src="https://images.autox.com/uploads/2025/03/1741785044538-hxid-Ferrari-12Cilindri-Spider-Side-Profile.webp" alt="Ferrari 12Cilindri Spider-Side-Profile.jpg" style="width: 100%; height: auto;"></p>

    
  


<p>So, what you’re getting in the 12Cilindri is a level of performance &amp; style mated to a versatility &amp; usability that’s simply unmatched. You get bragging rights and the ultimate tech of course, but what really sets this machine apart is its breadth of capability, which is in a league of one. This really is a car that you can drive cross-country to your favourite racetrack, have a blast at the limit, and then drive home again at breakneck speed – in true GT fashion.</p>

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




<p>[tabs]</p>

<p>[tab title="<strong>Ferrari 12Cilindri Spider</strong>"]</p>

<p><strong>Engine:</strong> 6,496cc V12 (Dry Sump)  </p>

<p><strong>Transmission:</strong> 8-speed DCT</p>

<p><strong>Power:</strong> 819bhp </p>

<p><strong>Torque:</strong> 678Nm</p>
 
<p><strong>Acceleration:</strong> 0-100km/h 2.95 sec</p> 

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

<p><strong>Price:</strong>&nbsp;Rs 9.15 Crore Ex-showroom</p>

<p><strong>X-Factor:&nbsp;</strong><em>Supremely engineered. Stupendously fast. Stunningly beautiful.</em></p>

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

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

<p>[/tab]</p>

<p>[/tabs]</p>


Ferrari 12Cilindri Spider First Drive Review: Versatility in Verde

We drove a naturally-aspirated V12, convertible Ferrari offering maximum involvement but a torrential downpour threatened to spoil the party.

<p>We were quite eager to&nbsp;get our hands on this bike since it was first teased at&nbsp;<a href="https://www.autox.com/news/bike-news/eicma-2024-top-india-bound-motorcycles-to-watch-out-for-118832/">EICMA</a>. The <a href="https://www.autox.com/reviews/bike-reviews/ktm-390-adventure-review-first-ride-107195/">old 390 Adventure</a> was a blast, don't get me wrong, but it had its quirks, especially when pushed off-road. After spending six months commuting on the Royal Enfield Himalayan, I was curious to see how this new KTM stacked up. Well, we recently had the opportunity to thoroughly ride and test it, and let me tell you that it's a significant leap forward. This isn't just a refresh; it's a full-fledged evolution.</p><div style="width: 100%; height: auto;" class="post-image">
      <img src="https://images.autox.com/uploads/2025/02/1740405360146-iso3-KTM-390-Adventure-Web-5.webp" alt="KTM 390 Adventure Web 5.jpg" style="width: 100%; height: auto;">
    </div>
  <p><br></p><h2>KTM 390 Adventure First Ride Review: Design and Quality<br></h2><p>Let's talk about the design first. It's definitely going to spark debate, but personally, I like it. That rugged rally-inspired Dakar vibe works in its favour. The tall windscreen and short front fender look the part, though I did notice a bit of wind noise from the Indian-spec number plate mount while riding, but it's a minor niggle.</p><p><strong>Also Read:&nbsp;</strong><a href="https://www.autox.com/reviews/bike-reviews/kawasaki-klx-230-review-more-capable-than-hero-xpulse-200-and-re-himalayan-450-118831/">Kawasaki KLX 230 Review: More Capable Than Hero Xpulse 200 and RE Himalayan 450?</a></p><p>KTM has tackled some key issues. The 21-inch front and
17-inch rear spoke wheels with tubeless Apollo Tramplr tyres are a huge plus.
The WP Apex suspension is another standout upgrade, offering a noticeably more
compliant and capable ride. An India-specific tweak – the offset rear monoshock
– lowers the seat height to 830mm in the Adventure variant and 825mm in the
Adventure X. On top of that, ground clearance has been increased to a solid
237mm, addressing a major concern from the previous model.</p><p><img src="https://images.autox.com/uploads/2025/02/1740405472650-uxpi-KTM-390-Adventure-Web-13.webp" alt="KTM 390 Adventure Web 13.jpg" style="width: 100%; height: auto;"></p>
  <p>The pigmented body panels are a nice touch, promising better scratch resistance since they're painted during the moulding process itself. And the standard kit – knuckle guards, engine guard, and bash plate – is quite useful for off-road scrapes. The forged foot levers feel solid, and you can remove the rubber inserts for better grip while riding&nbsp;in the dirt. My only gripe? The flimsy all-plastic knuckle guards&nbsp;–&nbsp;they would have been much better with metal reinforcements.&nbsp;</p><p><img src="https://images.autox.com/uploads/2025/02/1740405792534-0shu-KTM-390-Adventure-Web-7.webp" alt="KTM 390 Adventure Web 7.jpg" style="width: 100%; height: auto;"></p><p>The new bespoke ADV tubular trellis subframe – KTM claims
that it’s 10% more rigid – feels solid and enhances the bike’s overall
stability. Despite the weight dropping to 183kgs, the 14.5-litre fuel tank
remains unchanged. The overall fit and finish are excellent, offering a premium
feel throughout. The 5-inch bonded TFT screen, borrowed from the new 390 Duke,
is crisp, clear, and easily readable even in bright sunlight.<br></p><h2>KTM 390 Adventure First Ride Review: Ergonomics and Features<br></h2><p>The riding position is comfortable and upright – perfect for
long days in the saddle. The new KTM 390 Adventure feels large when you're off
it but seems to shrink around you once you get on and start moving. The
controls are intuitive, and the switchgear is easy to reach. Cruise control is
a welcome addition for highway stints, and the ride modes – Rain, Street, and
Off-Road – are simple to toggle through. A big plus is that ride mode settings
remain unchanged even after switching off the ignition – a thoughtful touch
indeed!</p>
<p>Phone connectivity and navigation feel slick, and the
voice-activated calling is a nice convenience. Unlike the Duke 390, which can
only receive calls, the 390 Adventure allows you to make calls directly from
the bike. Finally, the electronics suite – which includes cornering ABS,
switchable cornering traction control, Quickshifter+, and customizable ride
modes – works seamlessly to enhance both safety and performance.</p><p><strong>Also Read:</strong>&nbsp;<a href="https://www.autox.com/reviews/bike-reviews/royal-enfield-himalayan-in-depth-review-the-flying-sherpa-115536/">Royal Enfield Himalayan Review: The Flying Sherpa!</a></p><p><img src="https://images.autox.com/uploads/2025/02/1740405914040-dchb-KTM-390-Adventure-Web-1.webp" alt="KTM 390 Adventure Web 1.jpg" style="width: 100%; height: auto;"></p><h2>KTM 390 Adventure First Ride Review: Performance and Handling<br></h2><p>Now, let’s get to the good stuff – how it rides. The LC4c
399cc single-cylinder liquid-cooled engine is noticeably smoother, thanks to
the 5mm offset crank. It delivers better low-end grunt than the previous model
but still loves to be revved. Peak power kicks in 1,000rpm sooner, making it
more accessible.</p>
<p>That said, there’s still a noticeable lag before the bike
starts moving. I noticed that it stalled a couple of times when
setting off from a standstill off-road, but far less frequently than the old
bike.</p><p><img src="https://images.autox.com/uploads/2025/02/1740405943424-ag92-KTM-390-Adventure-Web-15.webp" alt="KTM 390 Adventure Web 15.jpg" style="width: 100%; height: auto;"></p><p>Acceleration is brisk, with 0 – 60 km/h achieved in 2.6
seconds and 0 – 100 km/h in 6.2 seconds – both quicker than the previous
generation model. The improved mid-range power is quite evident, delivering
faster 30 – 70 km/h roll-on acceleration.
Cruise control, which activates above 20 km/h, performs well
on the highway, especially when paired with Quickshifter+, making for a smooth
and hassle-free touring experience.</p><p><strong>Also Read:</strong>&nbsp;<a href="https://www.autox.com/reviews/bike-reviews/2024-yezdi-adventure-first-ride-review-better-than-the-himalayan-117960/">2024 Yezdi Adventure First Ride Review: Better Than The Himalayan?</a></p><p>The bike’s heat management has improved, thanks to the
curved radiator and reprofiled shrouds that divert hot air away from the rider
– a definite and noticeable upgrade. The underbelly exhaust, with its claimed
400mm water-wading capacity, handles water crossings with ease, even when the
water level reaches the engine guards.</p><p><img src="https://images.autox.com/uploads/2025/02/1740406032170-z2yg-KTM-390-Adventure-Web-3.webp" alt="KTM 390 Adventure Web 3.jpg" style="width: 100%; height: auto;"></p><p>The WP Apex suspension has received a significant upgrade,
offering a much more compliant ride, as it effortlessly absorbs bumps and rough
terrain. The adjustable open-cartridge system provides 30 steps of compression
and rebound adjustment at the front, 20 steps at the rear, and 10 steps of
preload adjustment at the rear, allowing for fine-tuning across various riding
conditions.
While the increased suspension travel is a welcome
improvement, I did notice the front forks bottoming out a couple of times
during intense off-road testing – enough to throw me off the line slightly. That
said, it’s a fair trade-off for the bike’s sharp on-road dynamics and a huge
improvement over the previous model’s overly stiff setup, which was a common
complaint.</p><p><img src="https://images.autox.com/uploads/2025/02/1740406059851-vvw3-KTM-390-Adventure-Web-4.webp" alt="KTM 390 Adventure Web 4.jpg" style="width: 100%; height: auto;"></p><p>
    Off-road, the bike feels light, balanced, and predictable in
technical sections. Compared to the Himalayan, it’s noticeably sharper and more
responsive. The Apollo Tramplr tyres performed decently across varied on- and
off-road conditions. However, since we didn’t lower the tyre pressure when
going off-road, the front end lacked a bit of bite.
The brakes – a 320mm floating disc with a twin-piston calliper
up front and a 240mm rear disc with a single-piston calliper – are strong and
provide good feedback.</p><p><strong>Also Read:</strong>&nbsp;<a href="https://www.autox.com/reviews/bike-reviews/royal-enfield-himalayan-vs-triumph-scrambler-400x-115920/">2024 Royal Enfield Himalayan vs Triumph Scrambler 400X: Which is Better for Everyday Adventure?</a></p><h2>KTM 390 Adventure First Ride Review: Verdict<br></h2><p>So, is the new KTM 390 Adventure worth the hype? Absolutely.
It’s a complete and far more refined package. The improvements in engine
smoothness, suspension compliance, and overall capability are substantial. It
still retains the fun, hooligan character we love, but now it’s more versatile
and capable than ever.</p><p><img src="https://images.autox.com/uploads/2025/02/1740406224156-l0fz-KTM-390-Adventure-Web-6.webp" alt="KTM 390 Adventure Web 6.jpg" style="width: 100%; height: auto;"></p><p>For
someone like me, who loves venturing off the beaten path, this bike is a
serious contender. It’s fun, capable, and feels right. While I’m still eager to
do a proper back-to-back comparison with its rivals, my initial impressions are
overwhelmingly positive. This is a true adventure bike that delivers on its
promises.<br></p>

KTM 390 Adventure First Ride Review: It's Everything You Wanted, And More!

The wait is over. The 2025 KTM 390 Adventure is here, and it's a game-changer. We rode it, pushing it to its limits, and here's our honest take.

<p>Ather introduced their revolutionary Magic Twist regenerative braking system with the 450 Apex, a limited edition model. Then they brought traction control with the Rizta and now, you get the best of both worlds with the updated 450X…and also the new Apex. I got a chance to test out the Magic Twist and the updated traction control system on the new scooter at a go-kart track and even on some off-road patches. So, how good is the 450X now?</p>

<p><iframe allow="accelerometer; autoplay; clipboard-write; encrypted-media; gyroscope; picture-in-picture; web-share" allowfullscreen="" frameborder="0" height="315" referrerpolicy="strict-origin-when-cross-origin" src="https://www.youtube.com/embed/n1zqFDNCeAE?si=8D0u5vi9QkL4qFhH" title="YouTube video player" width="560"></iframe></p>

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

<p>The first thing I want to highlight is the multi-level traction control system. While the Rizta had a simpler on-and-off toggle, the new 450 scooters get multiple levels — Rain, Road and Rally. You can also completely switch it off if you want. As one would expect, the traction control system is the most active when you select Rain while Road is meant for daily usage.</p>

<p><strong>Also Read:</strong>&nbsp;<a href="https://www.autox.com/news/bike-news/honda-activa-e-qc-1-bookings-commence-in-india-119454/">Honda Activa e, QC 1 Bookings Commence in India</a></p>

<p>In the Rally mode, the traction control is a lot more lenient and it allows you to kick up some dirt. We tested the modes on some loose sand and it worked really well. There is an appreciable difference when testing the scooter in extreme conditions. While the 450X, does not really need a traction control system, it is good to see it nonetheless.</p>

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

<p>The 450X still gets the same 8.4bhp motor that is capable of producing 26Nm. It is still just as fun to ride and just as responsive too. Ather has introduced a new set of tyres from MRF&nbsp;with the updated scooters. These tyres have been developed specially for the 450 and are meant to offer more range while not compromising grip. And I must say, that I hardly noticed any issue with the grip from the new rubber. Combined with the new regen braking, this setup is claimed to substantially increase the real-world range of the scooter. As per Ather, the TruRange of the 3.7kWh model has gone up from 105km to 130km. That is a healthy boost and we will be eager to test it out when we have the scooter for a longer time.</p>

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

<p>What I do feel is a missed opportunity is that there is still no ABS. I think adding ABS over traction control would have been more useful. I did find myself locking the brakes a couple of times when on the track. While you may argue that people ride more gently on the road, let me remind you that the conditions out there can be rather unpredictable. Also, now that the 450X supports traction control modes and regen levels along with ride modes, I think that Ather should display them on the screen as well. This would help the rider in knowing what levels of various settings the scooter is in, rather than having to dig deep into menus.</p>

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

<p>Ather has not changed any aspect of the scooter’s design so it remains the same as before. There are, however, two new colour options available now - Hyper Sand and Stealth Blue. I particularly like the Hyper Sand colour options as it has a nice finish and looks rather refreshing. As a bonus, if you get this colour option, you will not have to worry about the scooter looking dirty because of the shade.</p>

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

<p>The new 450 scooters also get Atherstack 6 as part of the software suite. The instrument cluster is the same touch unit and is packed with features. However, the response is still lethargic when you use the map screen. There are noticeable stutters while you pan around. I also noticed that while most of the interface operation is smooth, there are the occasional hiccups and moments when the screen does not react as quickly.</p>

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

<p>Altogether, the 450X remains a smart and fast scooter that is more feature-rich than ever before. I feel the Magic Twist is a great addition and one that will find a lot of daily use. The traction control might be less useful but is a good safety feature still.</p>

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

<p>As for the pricing, it has gone up ever so slightly by Rs 6,400 for the base 450X and Rs 2,000 for the 450X with the bigger 3.7kWh battery pack.</p>

<p><strong>Also Read:</strong>&nbsp;<a href="https://www.autox.com/news/bike-news/updated-ather-450s-450x-450-apex-launched-in-india-prices-start-at-rs-130-lakh-119474/">Updated Ather 450S, 450X, 450 Apex Launched in India; Prices Start at Rs 1.30 Lakh</a></p>

<p>Similarly, the 450 Apex has also seen a mere increase of Rs 5,001 on the effective ex-showroom price in Bengaluru. And Ather is throwing in the Halo helmet with the Apex to make it more lucrative. Altogether, despite the price hike, the scooters remain smart and safe options to pick if you are looking for an EV in this segment.<br />
&nbsp;</p>

<p>&nbsp;</p>

<p>[tabs]</p>

<p>[tab title="<strong>2025 Ather 450X</strong>"]</p>

<p><strong>Motor:</strong> Permanent Magnet AC</p>

<p><strong>Battery:</strong> 3.7kWh</p>

<p><strong>Power:</strong> 8.4BHP</p>

<p><strong>Torque:</strong> 26NM</p>

<p><strong>Price:</strong> ₹1.87 Lakh (Ex-showroom Bengaluru)</p>

<p><strong>X-Factor:&nbsp;</strong><em>The most fun and feature-rich e-scooter</em></p>

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

			<p>•&nbsp; Smart Design</p>

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

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

<p>[/tab]</p>

<p>[/tabs]</p>


2025 Ather 450X Review: The e-scooter for Rallying?

Ather is not sitting on its laurels and is taking every opportunity to make its 450 range as robust and high-tech as possible.

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

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

<p>Honda was probably the last big carmaker in India to enter the compact SUV scene with the <a href="https://www.autox.com/new-cars/honda/elevate/">Elevate</a>. While their product is quite impressive, the late entry means they’ve already lost a big chunk of the market to rival brands occupying the compact SUV space for almost a decade. On the other hand, the sub-compact sedan segment has quite a different story to tell. The <a href="https://www.autox.com/new-cars/honda/amaze/">Honda Amaze</a> has been around for a while and has done pretty well. It’s the company’s best-selling model, which consistently drives solid sales numbers for <a href="http://www.autox.com/new-cars/honda/">Honda Cars India</a>. The issue now is that aside from commercial (cab) sales, the growing trend is towards SUVs, which means compact car buyers are increasingly gravitating towards those more rugged-looking machines instead of sedans. Perhaps, that's why we don't see many updates in the compact sedan category. Thankfully, after the segment leader Maruti Suzuki Dzire, the Honda Amaze has also received a significant update. The company calls it a next-generation (third-gen) all-new model. However, we were a bit sceptical about the claim until we got behind the wheel of the new Amaze.</p>

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<p><strong>Also Read:&nbsp;</strong><a href="https://www.autox.com/news/car-news/new-honda-amaze-basic-signature-and-utility-accessory-packages-explained-whats-different-119309/">New Honda Amaze Basic, Signature, and Utility Accessory Packages Explained: What's Different</a></p>

<h2>Best-looking sub-compact sedan?</h2>

<p>Now, the new Amaze, referred to by the company as the third-generation model, is based on the outgoing second-generation model, with some additional structural reinforcements. The wheelbase remains unchanged, and the side profile looks almost identical to its predecessor. The only noticeable changes are at the front and the rear. While wheels now get a machined design, it doesn't significantly alter the overall side appearance of the car.&nbsp;</p>

<p><img alt="New Gen Honda Amaze Rear Design" src="/uploads/2024/12/New-Gen-Honda-Amaze13.jpg" style="width: 1280px; height: 720px;" /></p>

<p>The front has undergone a complete redesign, taking inspiration from the Elevate. Features such as a mesh front grille with a flatter design and headlamp clusters show clear SUV influences. Additionally, the revised bumper also includes redesigned fog lamp housings. Moving to the back, you might be surprised by how much it resembles the Honda City, especially with the new 3D LED tail lamp clusters. In fact, if you are driving behind the new Amaze at night, you could easily mistake it for the City. The rear design is neat and clean, with no unnecessary elements.</p>

<p><img alt="New Gen Honda Amaze Side View" src="/uploads/2024/12/New-Gen-Honda-Amaze14.jpg" style="width: 1280px; height: 720px;" /></p>

<p>Overall, while the third-generation Honda Amaze resembles the second-generation model, it combines the Elevate’s front styling with the City’s rear look. Despite the limited attractiveness in the sub-compact sedan market, it remains arguably the best-looking option available in India, offering a proper three-box design characteristic of a true sedan.</p>

<h2>A Better Experience Inside?</h2>

<p>Inside, you may not immediately notice the changes, for the cabin layout is familiar. However, there are quite a few updates, like the newly designed dashboard, with an 8-inch floating touchscreen infotainment system. This setup supports wireless Android Auto and Apple CarPlay, which is pretty cool. Below the infotainment, you'll find HVAC controls taken from the Elevate.&nbsp;What's great here is that everything has proper physical buttons, especially for the infotainment shortcuts.</p>

<p><img alt="New Gen Honda Amaze Interior" src="/uploads/2024/12/New-Gen-Honda-Amaze-11.jpg" style="width: 1280px; height: 720px;" /></p>

<p>I really like the presence of physical controls, for it means you don't have to take your eyes off the road as much while driving. The dashboard’s design has been refreshed too, featuring a sleek dual-tone look with an aluminium strip, which adds a nice touch. While the beige part might seem soft to the touch, it’s actually hard plastic. While there are hard plastics all around the cabin, they look and feel decent overall. The flimsy central console in the old Amaze was a big annoyance, but that’s been fixed in this new version. The touchscreen works well and connects effortlessly to your smart devices, with both Android Auto and Apple CarPlay. Plus, the interface is simple and user-friendly. For device charging, the Amaze includes two USB ports up front, a 12V socket in the front and rear, and a handy wireless charging pad. A nice feature of the charging pad is that you can turn it off with a dedicated button. It would’ve been nice if Honda had included a Type-C port too, since most new smartphones use Type-C cables nowadays.</p>

<p><img alt="New Gen Honda Amaze Infotainment" src="/uploads/2024/12/New-Gen-Honda-Amaze-9.jpg" style="width: 1280px; height: 720px;" /></p>

<p>The steering wheel looks like it has been lifted from the Honda City but without the leatherette feel. Still, it’s loaded with controls for the infotainment, ADAS features, and the info display on the new instrument cluster, which feels pretty City-like. The cluster has a 7-inch TFT display for all the important info, along with a traditional needle for speed. The seats have been given a bit of a makeover with better bolstering, but the cushioning and fabric remain the same as before, even in the higher trims. They’re quite comfortable, though. Space management has always been a top highlight of the Honda Amaze, and the new model just adds to it. It's been widened slightly, adding extra room for rear-seat passengers and more boot space.</p>

<p><img alt="New Gen Honda Amaze Rear Seat" src="/uploads/2024/12/New-Gen-Honda-Amaze-1.jpg" style="width: 1280px; height: 720px;" /></p>

<p>Space was never an issue with the Amaze; it easily fits four adults and up to five mid-size suitcases. You might wonder why there’s a problem fitting a fifth person, and that's because the Amaze finally comes with rear AC vents, which were much needed. However, those centrally-mounted vents can make legroom a bit cramped for the person sitting in the middle at the back. On the bright side, the cabin now cools down faster and better than before.</p>

<h2>Drives Differently?</h2>

<p>The driving experience of the third-generation Honda Amaze is again not a complete departure from the outgoing version, especially in terms of ergonomics. That, however, was not even a problem in the previous iteration. The steering wheel, driver seat, and foot pedals are excellently positioned, instantly offering you a comfortable driving posture. Coming to the drivetrain, the same 1.2-litre four-cylinder i-VTEC petrol engine is the sole option here, and it continues with the same 5-speed manual and CVT automatic gearbox options to choose from in all three trim levels. While most other brands have shifted to more economical three-cylinder configurations, the Amaze still offers the four-cylinder configuration, but the good thing is that it's slightly more refined. Now, we expected Honda to add a bit more punch to this drivetrain, but unfortunately, that's not the case. It continues to deliver about 89 horsepower and 110Nm of torque. Now, the power output here is pretty adequate for this kind of setup, but the torque could have been improved. Honda says that they have altered the tuning of the engine as well as of the gearbox a bit, but we didn't quite feel the changes. The engine still sounds strained when you press hard on the throttle pedal, but you don't quite feel inside the cabin, perhaps, because the overall structure is now more strengthened. Honda also seems to have reworked the insulation of the Amaze, for it filters out the engine noise and road harshness more effectively, offering a slightly quieter ride experience than before.</p>

<p><img alt="New Honda Amaze Front and Side Design" src="/uploads/2024/12/New-Gen-Honda-Amaze-12.jpg" style="width: 1280px; height: 720px;" /></p>

<p>Now, coming to the gearbox, we drove the CVT version of the new Honda Amaze. This is probably the only car on the market with the smoother CVT gearbox, as most of the competition has shifted to AMTs, with the fun of paddle shifters whenever you need a manual downshift for overtakes or engine braking.</p>

<p><img alt="Honda Amaze Gear Shift" src="/uploads/2024/12/New-Gen-Honda-Amaze-10.jpg" style="width: 1280px; height: 720px;" /></p>

<p>One thing that I was expecting in the new Amaze was a better suspension setup. However, it feels more or less the same as that of the outgoing model. The softer setup of the car gobbles all the road undulations without any hiccup at low speeds, but the high-speed damping and the stability beyond three-digit speeds remain questionable. Maybe that's another reason Honda is not even offering any more powerful drivetrain options. To be honest, this setup is near perfect for your daily city commutes as well as some occasional short weekend escapes, especially considering the enhanced safety kit of the new Honda Amaze.</p>

<h2>The Most Affordable ADAS&nbsp;Car in India</h2>

<p>Honda has enhanced the structure of the Amaze by incorporating 45 per cent high-tensile steel, reflecting their commitment to safety. The vehicle comes equipped with a range of safety features, including six airbags, ABS with EBD and Brake Assist, rear parking sensors, Hill Start Assist, Vehicle Stability Assist (VSA) with Electronic Stability Control, Traction Control, and ISOFIX-compatible rear seats. Additionally, all five passengers have access to seatbelts and head restraints, starting from the base V grade. The mid-level VX grade adds a rearview camera and a Lane Watch system, which provides a view of the side lane on the infotainment screen when the turn indicators are activated. This feature is particularly useful, as it helps minimise blind spots when changing lanes or directions.</p>

<p><img alt="New Gen Honda Amaze Front Camera" src="/uploads/2024/12/New-Gen-Honda-Amaze-14.jpg" style="width: 1280px; height: 720px;" /></p>

<p>The standout feature of the new Amaze is in the top-end ZX grade, which starts at Rs 9.67 lakh (ex-showroom) for the manual transmission variant. It is now the most affordable car in India to offer an Advanced Driver Assistance System (ADAS) package. It includes Honda Sensing technology, which, in the Elevate SUV,&nbsp;has previously performed well in tests. This camera-based system includes features such as Collision Mitigation Braking, Road Departure Mitigation, Lane Keep Assist, Adaptive Cruise Control, Lead Car Departure Notification, and Auto High Beam. While these features enhance safety during forward motion, there is no ADAS support for reversing.</p>

<p>This is the first time a manufacturer has introduced a level-2 ADAS package in a car priced under ten lakh rupees, which is a significant milestone. Overall, these features contribute to making the Amaze a safer choice compared to many other options on the market. In fact, the Elevate, which uses the same Honda Sensing technology, was one of the top performers in our recent Mega ADAS test.</p>

<h2>Next-gen or Facelift?</h2>

<p>While the platform and drivetrain remain unchanged, we can't truly categorise this as a next-generation version. However, the numerous updates both inside and out, along with the addition of new features, make it much more than just a simple facelift. As mentioned earlier, it is arguably the best-looking car in its segment.</p>

<p><strong>Also Read:&nbsp;</strong><a href="https://www.autox.com/reviews/car-reviews/mega-adas-test-cover-story-exclusive-stories-118393/" rel="bookmark" title="Mega ADAS Comparison Test: Curvv EV vs Seltos vs Elevate vs Verna vs Astor vs XUV700 vs XC40 Recharge">Mega ADAS Comparison Test: Curvv EV vs Seltos vs Elevate vs Verna vs Astor vs XUV700 vs XC40 Recharge</a></p>

<p>Honda has decided not to offer a base variant this time, perhaps, because&nbsp;sales patterns suggest that most customers opt for either the mid or top variants. For these variants, Honda has packed the new Amaze with features right from the starting point. Although it lacks certain luxury features like a sunroof or an automatic IRVM, it includes all the essentials and offers enhanced safety. Consequently, the Honda Amaze is a great value-for-money offering in the compact sedan segment.</p>

<p>[tabs]</p>

<p>[tab title="<strong>Honda Amaze</strong>"]</p>

<p><strong>Engine:</strong> 1,199cc / 4-Cylinder / Naturally-Aspirated</p>

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

<p><strong>Transmission:</strong> CVT / Front-Wheel Drive</p>

<p><strong>Power:</strong> 89bhp @ 6,000rpm</p>

<p><strong>Torque:</strong> 110Nm @ 4,8000rpm</p>

<p><strong>Price:</strong> ₹8.00 – 10.90 Lakh (Ex-Showroom)</p>

<p><strong>X-Factor:</strong> <em>It offers everything you need in your&nbsp;daily&nbsp;ride.</em></p>

<table cellpadding="1" cellspacing="1">
	<tbody>
		<tr>
			<td>
			<p><strong>Pros &nbsp;</strong>&nbsp; &nbsp;&nbsp;&nbsp; &nbsp;&nbsp;&nbsp;<br />
			•&nbsp;Design, Safety and Space</p>
			</td>
			<td>
			<p><strong>Cons</strong><br />
			• Less exciting powertrain</p>
			</td>
		</tr>
	</tbody>
</table>

<p>[/tab]</p>

<p>[/tabs]</p>


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