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<p>SKODA Auto India Private Limited (SAIPL) has been operating in India since 2001 as a subsidiary of SKODA AUTO. At the age of 123 years, SKODA is one of the oldest automotive manufacturers in the world. From as early as 1895, first bicycles, later motorcycles and, from 1905, cars have been built at their headquarters in Mladá Boleslav, Czech Republic.</p>

<hr />
<p>The year 1991 marked the dawn of a new era for the brand as SKODA went on to become the fourth brand under the&nbsp;<a href="https://www.autox.com/new-cars/volkswagen/" title="Volkswagen">Volkswagen</a>&nbsp;Group, after which the leadership, marketing, product development and production underwent substantial modernisation.</p>

<p>The first ever&nbsp;Skoda&nbsp;car in India was the&nbsp;Octavia, launched in 2002 as a CKD unit. It became an instant hit in the Indian car market for its frugal yet punchy 1.9 TDI engine. In 2005, Skoda went on to launch the Laura, which was actually the second generation of the Octavia in the global markets. In India, however, the car was sold as a different product alongside the first-generation Octavia. The first generation Octavia enjoyed a healthy production run till 2010, paving the way for the launch of its third generation model in 2013.</p>

<p>Skoda has enjoyed a reputation in the Indian car industry for being a premium car manufacturer and is slowly expanding its product portfolio from sedans to SUVs. The range of new Skoda cars in India consists of the Rapid, Octavia,&nbsp;Superb&nbsp;&amp; the&nbsp;Kodiaq&nbsp;which also form the company’s 2018 product line-up.</p>

<p>The all Skoda car models sold in India roll off the production lines in Pune and Aurangabad. The plant in Aurangabad, Maharashtra produces the Octavia, Kodiaq and Superb. Production of the Rapid has taken place since 2011 in Volkswagen’s Pune plant.</p>

<p>Skoda car prices start from around 8.4 lakh rupees for the 2018 Rapid and go up to double-digit figures for the remaining models. Skoda car price listings can be found on the website of&nbsp;<a href="https://www.autox.com/" title="autoX">autoX</a>.</p>


<p><strong>Skoda gives its Rapid the once-over, we sample the petrol automatic model in the scenic environs of Uttarakhand.</strong></p>

<p>Old wine in a new bottle – that’s what most facelifts are about these days. And, on the face of it, the new Skoda Rapid looks no different. Aside from an uprated diesel engine, a redesigned front fascia and some other titbits added here and there, the new model is virtually unchanged from the outgoing car. But, even then, there’s a lot to talk about with the refreshed Rapid.</p>

<p>So, the most obvious question is how different does the face-lifted Rapid feel? In terms of design, Skoda has revamped the front-end design pretty comprehensively – meaning that it now gets new projector headlamps with DRLs, a new ‘butterfly’ design grille and a re-sculpted bumper with large fog-lamps and a new honeycomb grille. Around the side and back, not much has changed – it just gets redesigned alloy wheels, a boot-lip spoiler, re-profiled tail-lamps, new rear bumper and a chrome strip on the boot-lid. Overall, the Rapid looks jazzed up – but it still retains its elegance. Personally, I like it since the new Rapid looks more like a mini-Octavia – which makes it a wee bit more aspirational.</p>

<p><img alt="Skoda Rapid Engine" src="/uploads/2016/11/new-skoda-rapid-engine.jpg" style="width: 642px; height: 336px;" /></p>

<p>Step inside and you’ll notice that not much has changed. The only new bit here is the 6.5-inch touchscreen infotainment system with MirrorLink technology. Other features, like cruise control, rain-sensing wipers, tilt-and-telescopic steering, and auto-climate control continue to be offered.</p>

<p>As you’d expect in a Skoda, the fit-and-finish is top notch. Ergonomically, all the controls fall to hand easily – and you immediately feel right at home in the driver’s seat. The seat itself is quite supportive. And it’s much the same story at the back. The wide seat squab and ample legroom allow you to sit comfortably over long journeys. While three people can sit abreast on the rear bench, the protruding central tunnel will be quite uncomfortable for the middle seat passenger.</p>

<p>All the drivetrain options from the previous model are carried forward in the new Rapid, which means there’s a 1.5-litre TDI (diesel) – that’s been retuned – and a 1.6-litre MPI (petrol) on offer. Both the powertrains come standard with a 5-speed manual gearbox. But if you’re after an automatic tranny, the diesel is offered with a 7-speed DSG while the petrol gets a conventional 6-speed automatic. And Skoda claims to have made all of the aforementioned powertrain options a little more efficient.</p>

<p><img alt="Skoda Rapid Front Three Quarter" src="/uploads/2016/11/new-skoda-rapid-front-three-quarter-2016-logo.jpg" style="width: 642px; height: 336px;" /></p>

<p>On this occasion, we sampled the petrol automatic version. On paper, the 1.6-litre petrol unit looks impressive since it develops 103bhp at 5,200rpm and 153Nm of torque at 3,750rpm. Under normal driving, like when you’re stuck in traffic, it does the job effortlessly. But if you ask for instantaneous performance, like when you want to overtake a slow vehicle, the gearbox takes its sweet time to respond. Even during kick-down, it doesn’t offer the kind of urgency that you expect from the drivetrain. The motor just wheezes loudly, but not much happens in terms of progress on the road. This was quite evident when we were driving uphill. To be honest, the petrol automatic doesn’t make any lasting impression. We hope that Skoda soon gets access to the stonking 1.2 TSI petrol and DSG from the VW Vento for the Rapid.</p>

<p>Where the new Rapid doesn’t disappoint at all is in the ride-and-handling department. It still has the same heft and sure-footed road manners as before. The feedback from the steering is crisp, while the suspension setup makes it a thoroughly enjoyable car to throw around twisty roads. The ride quality is impressive too, but going over big potholes can result in the dampers running out of travel.</p>

<p>All told, the new design and additional features make the Rapid a more potent car than before. But, then, the product itself was never the problem. It was Skoda’s post-sales trauma that haunted prospective customers.</p>

<p>But, to avail those fears, Skoda is doing everything it can. The Rapid comes with a 4-year warranty and roadside assistance as standard. The company has also undertaken some serious measures to ensure transparency between customers and dealerships. There are a number of service packages on offer, and a service cost calculator on Skoda’s India website.</p>

<p>So, it seems, if there ever was a good time to buy a Skoda – it’s now!</p>

<p>&nbsp;</p>

<p>[tabs]<br />
[tab title="2016 Skoda Rapid MPI AT"]</p>

<p><strong>Engine:</strong> 1,598cc / 4-Cylinders / 16-Valves</p>

<p><strong>Power:</strong> 103bhp @ 5,200rpm</p>

<p><strong>Torque:</strong>&nbsp;153Nm @ 3,750rpm</p>

<p><strong>Transmission:</strong> 6-Speed Automatic / Front-Wheel Drive</p>

<p><strong>Price:</strong> Rs 11.46 lakh (ex-showroom, Delhi)</p>

<p>[/tab]<br />
[/tabs]</p>


Skoda Rapid Review, First Drive

With top-class fit-and-finish, refreshed design, and an upgraded diesel engine - the 2016 Skoda Rapid continues to make a strong case for itself. We had a chance to get behind the wheel of the petrol-automatic Rapid in Uttarakhand. Review here.

<p><em>It’s simple, yet appealing. And now the Skoda Rapid 1.5 TDI&nbsp;gets the all-conquering 7-speed DSG transmission. So, is that enough to propel this plain Jane sedan up the sales charts? We find out with our Skoda Rapid TDI.</em></p>

<p>It’s Skoda’s best selling car in India, with close to 45,000 units sold from its launch in November 2011 to July 2014. But that hasn’t been enough to put the <em>Skoda Rapid 1.5 TDI</em>&nbsp;among the top cars in its segment by sales volume. Based on the Volkswagen Vento, the Skoda Rapid&nbsp;definitely has better road presence than its German cousin. But, after the initial craze, there weren’t many takers. The reason for this is not that the <em>Skoda Rapid 1.5 TDI</em>&nbsp;was a flawed product, but it was more likely due to the fact that Skoda’s servicing nightmares meant that buyers were weary.</p>

<p><img alt="Skoda Rapid 1.5 TDI Front Three Quarter" class="alignleft size-full wp-image-32120" src="/uploads/2014/11/driven-skoda-rapid1.5-nov-2014-pic1.jpg" style="width: 700px; height: 375px;" /></p>

<p>The Czech automaker has been trying to revamp its entire service set up, but one has to give it a realistic timeline. And even though Skoda is the first to accept that its service quality is far from perfect, they have actually improved. Like any other company, Skoda too has to evolve with time – and, in keeping with this evolution, the <em>Skoda Rapid 1.5 TDI</em>&nbsp;gets an important drivetrain upgrade to outwit competition as we realised after our Skoda Rapid TDI.</p>

<p>At first glance, you might not be able to see the subtle changes in the Skoda Rapid&nbsp;– but take a closer look and you’ll notice that the headlamps are bigger and slightly swept back. The front has received a chrome band around the grille for a more exclusive look. Skoda has tried to bring in a dash of sportiness in the Skoda Rapid&nbsp;by changing the design of the 15-inch alloy wheels – while the entry-level variant now comes with 15-inch steel wheel rims instead of 14.</p>

<p>Rear parking sensors are thoughtful additions to the new <em>Skoda Rapid 1.5 TDI</em>. This not only makes parking simpler in our cities where space is always scarce, but can also save the car from dents and scratches. Even then, the lack of a reverse parking camera and a touch-screen will likely hurt the car’s prospects.</p>

<p><img alt="New Skoda Rapid 1.5 TDI Speedometer" class="alignleft size-full wp-image-32117" src="/uploads/2014/11/driven-skoda-rapid1.5-nov-2014-pic3.jpg" style="width: 700px; height: 375px;" /></p>

<p>The cabin remains virtually untouched. You’re welcomed by dual tone Mocha-Ivory interiors, which make the cabin feel airy and bigger than it actually is. A new feature is cruise control, which is mounted on the headlamp stalk. Skoda has also changed the steering wheel, and the Skoda Rapid&nbsp;now houses a three-spoke steering – similar to the one in the Octavia. It retains all the comfort and entertainment features of the previous edition, but now the Rapid’s 2-Din music system comes with a much-needed USB port – which is still not available in the Skoda Yeti! Safety features include ABS and airbags for the driver and the front passenger.</p>

<p>Under the Rapid’s bonnet is the new 1.5- litre diesel engine, which is mated to the 7-speed DSG gearbox. This is the same engine that powers the new VW Polo, but unlike the hatchback – which only gets 89 horses – the <em>Skoda Rapid 1.5</em>&nbsp;is tuned to pump out 103bhp. This new engine is essentially the 1.6 engine from before, but the bore in each cylinder has been reduced by 2.5mm. The important thing, though, is that the engine has been reworked for better response and refinement. Turn on the ignition, though, and you can still hear the clatter of the diesel engine in the cabin. Step on the accelerator, and you do still feel a slight lag till 1,500rpm – before the power kicks in and helps you surge forward. Thanks to DSG though, the <em>Skoda Rapid 1.5</em>&nbsp;meanders through slow moving traffic just as easily as it storms down the highway.</p>

<p><img alt="2014 Skoda Rapid 1.5 TDI Steering Wheel" class="alignleft size-full wp-image-32121" src="/uploads/2014/11/driven-skoda-rapid1.5-nov-2014-pic2.jpg" style="width: 700px; height: 375px;" /></p>

<p>The Skoda Rapid&nbsp;automatic comes in two modes – D and S. D is perfect for commuting from point A to B without any hassles. As expected, the rpm needle responds cautiously – because it’s tuned to return a mileage of 21.6km/l. That may be impressive, but it’s decidedly less than the claimed figures for the Honda City or Maruti Suzuki Ciaz diesels – of course, neither of those offer automatic gearboxes. S mode is more about getting a move-on, and the DSG gearbox responds with lightning fast shifts.</p>

<p>In terms of ride quality, as felt by us for our Skoda Rapid TDI, the Skoda Rapid’s suspension has always been ideal for Indian conditions. It carpets most of the potholes and bumps, and continues to be one of the best handlers in the segment – along with its sibling, the Vento. The <em>Skoda Rapid 1.5 TDI</em>&nbsp;remains planted on the road, and takes sweeping corners without a hiccup.</p>

<p><img alt="2014 Skoda Rapid 1.5 TDI Taillight" class="alignleft size-full wp-image-32119" src="/uploads/2014/11/driven-skoda-rapid1.5-nov-2014-pic5.jpg" style="width: 700px; height: 375px;" /></p>

<p>Skoda has also released a sporty avatar of the Skoda Rapid, called the Black Package. This option is only available in the top variant, and at an additional cost of `13,000. It comes with a matte black grille, black alloy wheels, black housings for the fog-lamps, smoky headlamps, and gloss black side-view mirrors. There is also an option of getting a contrasting roof colour, but all these options are only for visual appeal.</p>

<p>The Skoda Rapid’s build quality remains flawless. The 1.5-litre engine is powerful, and more refined than the previous 1.6-litre. The Skoda Rapid&nbsp;/ Vento cousins provide the best ride / handling balance. The 7-speed DSG, meanwhile, makes the Skoda Rapid&nbsp;a joy to drive, but the interiors still feel a bit basic with limited features. And there’s still a big question mark over Skoda’s service quality. Overall, the <em>Skoda Rapid 1.5 TDI</em>&nbsp;is a good buy. The mid-variant, the Ambition, with a DSG certainly provides value-for-money. The icing on the cake for the Skoda Rapid, of course, is that if you want a diesel automatic sedan the options are few and far between. And to that extent, this could be a good time for Skoda to capitalise on the availability of the DSG box and reworked diesel engine from the VW parts bin.</p>

<p>[tabs]<br />
[tab title="Skoda Rapid 1.5 TDI AT"]</p>

<p><strong>Engine</strong>: 1,498cc / 4 cylinders /Turbo direct injection</p>

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

<p><strong>Transmission</strong>: 7-speed automatic / Front-wheel drive</p>

<p><strong>Power</strong>: 103bhp @ 4,400rpm</p>

<p><strong>Torque</strong>: 250Nm @ 1,500 - 2,500rpm</p>

<p><strong>Price</strong>: Rs. 10.8 - Rs. 10.9 lakhs (Ex-showroom, Delhi)</p>

<p>[/tab]</p>

<p>[/tabs]</p>


Skoda Rapid 1.5 TDI Review, Test Drive

The Skoda Rapid 1.5 TDI, the entry-level saloon that exudes a sense of elegance, now comes mated to a lightning-fast 7-speed DSG transmission. So, is it enough to boost the dwindling sales of the Rapid? Here's what we think.

Skoda Rapid [2017-2019] price starts at ₹ 881916. Check specifications, features, mileage, colours, variants, images, FAQs, news, reviews, and videos.

Skoda Rapid Monte Carlo launched

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Skoda

Skoda Rapid [2017-2019]

RightHandDriving

1498 CC

1598 CC

<p><span style="line-height:normal"><span style="font-weight:normal">Skoda Auto India has re-introduced the Monte Carlo marque in India.</span></span></p>

<p><span style="line-height:normal"><span style="font-weight:normal">The latest iteration of the Skoda Rapid in India has now been reintroduced with the Monte Carlo edition. The Monte Carlo edition of the Rapid has received some aesthetic changes to make it look sportier.</span></span>&nbsp; &nbsp;</p>

<p><span style="line-height:normal"><span style="font-weight:normal">Mechanically, the Rapid will be unchanged, as it will be available with a 1.6-litre petrol engine and a 1.5-litre diesel engine, with manual and automatic options. The Monte Carlo edition of the Rapid has black design accents like the front grille, ORVMs, 16-inch Clubber alloy wheels with glossy black bolt covers, glossy black décor on the B pillars with MONTE CARLO flag badge, black roof foil, black tailgate spoiler and black grained diffuser. Additionally, the exterior also features quartz-cut projector headlights with a chrome accent and LED daytime running lights. However, the Monte Carlo edition will be exclusively offered with a red colour exterior.</span></span></p>

<p><img alt="SKODA RAPID Monte Carlo Dashboard" height="" src="/uploads/2019/02/SKODA-RAPID-Monte-Carlo-dashboard.jpg" width="" /></p>

<p><span style="line-height:normal"><span style="font-weight:normal">The cabin of the Skoda Rapid features some cosmetic changes as well. While the standard car gets dual tone finish, the Monet Carlo gets an all-black cabin. Additionally, the steering has been replaced with a flat-bottomed, multifunction steering wheel, the gear lever comes wrapped in black perforated leather with red stitching and the seat upholstery on the seats are new as they are wrapped in Monte Carlo leatherette seat upholstery with grey vertical stripes. The centre console is finished in piano black, and the driver also gets stainless steel foot pedals. </span></span></p>

<p><img alt="SKODA RAPID Monte Carlo Interior" height="" src="/uploads/2019/02/SKODA-RAPID-Monte-Carlo-Interior.jpg" width="" /></p>

<p><span style="line-height:normal"><span style="font-weight:normal">With the Monte Carlo edition, the Rapid will come equipped with a 6.5-inch colour touchscreen infotainment system. The system also supports Android Auto, Mirrorlink and Apple CarPlay. Additionally, the car is also equipped with automatic climate control, adjustable dual rear AC vents, rain sensing wipers cruise control, factory fitted tinted windows and windscreen and reversing camera. In addition to all of that, ABS and dual airbags are offered as standard. the automatic version will also come equipped with traction control and hill hold assist.</span></span></p>

<p>Prices of the 2019 Skoda Rapid Monte Carlo edition are as follows:<br />
Petrol/ Manual: Rs 11.15 lakh<br />
Petrol/Automatic: Rs 12.99 lakh<br />
Diesel/Manual: Rs 12.99 lakh<br />
Diesel/Automatic: Rs 14.25 lakh<br />
(all prices are ex-showroom, pan India)<br />
&nbsp;</p>


The latest iteration of the Skoda Rapid in India has now been reintroduced with the Monte Carlo edition. The Monte Carlo edition of the Rapid has received some aesthetic changes to make it look sportier.

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Skoda Kylaq vs Hyundai i20 N Line vs Maruti Suzuki Fronx Turbo: Best Budget Hot Hatch?

The Kylaq, i20 N Line, & Fronx Turbo have all the ingredients to classify as a ‘hot hatch’ for the masses, but which one can truly be called the best?

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

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

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

    
  
    
  


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

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

    
  
    
  


<h2>So, what’s under the hood?</h2>

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


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

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

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

    
  


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

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




<p>[tabs]</p>

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

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

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

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

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

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

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

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

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

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

<p>[/tab]</p>

<p>[/tabs]</p>


Ferrari 12Cilindri Spider First Drive Review: Versatility in Verde

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

<p>&nbsp;</p>

<p>[tabs]</p>

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

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

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

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

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

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

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

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

			<p>•&nbsp; Smart Design</p>

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

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

<p>[/tab]</p>

<p>[/tabs]</p>


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

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

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