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    2025 TVS Apache RTR 310 First Ride Review – Chasing Finer Features!

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    2025 TVS Apache RTR 310 First Ride ReviewThe Apache RTR 310 has always been a solid offering attracting enthusiasts who needed a taste of all the electronic rider aids offered in bigger vehicles. Even in terms of design and appearance, TVS Apache RTR 310 possessed an edge of wildness and aggression that redefined the street fighter genre.
    2025 TVS Apache RTR 310 Prices
    Now, TVS has deemed it worthy to update this already tempting package with more features and new colourways and graphics with MY25 version. The bike has been launched starting from Rs 2.4 lakh (Ex-sh). After experiencing this updated motorcycle on road and race track at the national media drive held in Coimbatore, this is what we think about the new 2025 TVS Apache RTR 310.
    2025 Apache RTR 310 First Ride Review
    2025 TVS Apache RTR 310 First Ride Review
    Where pricing is concerned, TVS Motor is offering an introductory offer of Rs 10,000 that brings the starting price to Rs 2.4 lakh (Introductory, Ex-sh) for the Base variant. The Top variant has been priced at Rs 2.57 lakh (Introductory, Ex-sh). BTO Kit 1 or Dynamic Kit costs Rs 2.75 lakh (Ex-sh) and BTO Kit 2 or Dynamic Pro Kit costs Rs 2.85 lakh (Ex-sh).
    2025 TVS Apache RTR 310 Colours
    Where design is concerned, there are not a lot of new elements added to 2025 model. Primary additions include knuckle guards and new LED turn indicators which get sequential function now. There are four colours on offer – Arsenal Black, Fury Yellow, Fiery Red and Sepang Blue, depending on variants chosen.
    2025 Apache RTR 310 First Ride Review
    Fiery Red is a new colour, while other three are carried over with refreshed graphics for a more appealing look. Added knuckle guards have a sturdy metallic mount at one end and lend a muscular look and add to the overall aggression of this motorcycle. To untrained eyes, new 2025 model looks almost identical to its predecessor, which is not a bad thing as it was a handsome machine to begin with.
    2025 Apache RTR 310 First Ride Review
    New Features!
    This is what it boil down to, with 2025 Apache RTR 310. The new features. New RTR 310 continues with its reverse-inclined 312.12cc single-cylinder liquid-cooled DOHC 4V/cyl engine that contributes to mass centralisation and overall handling characteristics. The engine is updated with a new forged aluminium piston which is stronger and lighter than before and PVC coated piston rings. Together, they ensure higher endurance than before.
    2025 Apache RTR 310 First Ride Review
    New model gets the same transparent clutch cover which we saw on updated Apache RR 310 last year. With 2025 model, TVS has added keyless functionality, which is a breath of fresh air in the premium street fighter genre. Michelin Road 5 tyres promise more traction and stability on roads and track. Biggest upgrade in features are with electronic rider aids on 2025 Apache RTR 310.
    2025 Apache RTR 310 First Ride Review
    The most notable addition is Launch Control, which can be turned on when Track Ride Mode is selected. When activated, rider should hold the clutch, go full throttle and release the clutch and the bike will launch with optimum traction. Also new, is Drag Torque Control, unlocked with its 6-axis IMU (Inertia Measurement Unit). This feature allows for aggressive downshifts during engine braking, preventing rear wheel slip.
    2025 Apache RTR 310 First Ride Review
    There are a lot of features offered as standard even with the Base variant. These include the Michelin Road 5 tyres, new knuckle guards, sequential turn indicators, transparent clutch cover, cruise control, linear traction control, drag torque control, rear wheel lift protection and more. Upgrading to the Top variant brings a bi-directional quick-shifter.
    2025 Apache RTR 310 First Ride Review
    BTO Pack 1 or Dynamic Kit brings TPMS (Tyre Pressure Monitoring System), adjustable front and rear suspension from KYB along with a Brass coated chain. It is BTO Kit 2 or Dynamic Pro kit that brings out all the bells and whistles including keyless ride, launch control, cornering drag torque control, cornering ABS, cornering traction control, cornering cruise control and slope dependent control, among others.
    2025 Apache RTR 310 First Ride Review
    Other than these, 2025 Apache RTR 310 continues with most of the features that its predecessor carried. These include LED lighting, 5-inch TFT instrument cluster with a host of information and controls, fancy switchgear, a trellis frame and aluminium rear subframe, fat tyres, premium braking components and more.
    2025 Apache RTR 310 First Ride Review
    Performance – Road & Track
    2025 Apache RTR 310 is more of an experience upgrade than performance upgrade. That’s because this motorcycle still offers the same performance metrics that it used to offer before. It still offers 35.6 PS and 28.7 Nm in Sport, Track and SuperMoto modes and 27.1 PS and 27.3 Nm in Urban and Rain mode. So, the improved performance that we saw with 2024 Apache RR 310 is not a part of 2025 Apache RTR 310.
    2025 Apache RTR 310 First Ride Review
    It would have been more thrilling if TVS had infused the higher performance of updated RR 310. As things stand, 2025 Apache RTR 310 offers a similar performance as it did before. TVS had organised a track session at the CoASTT High Performance Centre in Coimbatore and a long road ride in and around Coimbatore.
    2025 Apache RTR 310 First Ride Review

    On the track, we only used launch control feature once at the start of our lap. It allowed us to launch this motorcycle like a missile without losing traction or the front wheel lifting off. It was a well tuned and implemented feature. Linear and cornering drag torque control worked well too and we didn’t once face any wheel slippage under aggressive downshifts on the race track.
    2025 Apache RTR 310 First Ride Review
    The Michelin Road 5 dual compound tyres offered excellent feel and feedback along with optimum traction, making track work breeze. This is also down to the combination of bike’s chassis agility, steering geometry, performance, extensive rider aids, impeccable braking, TVS’ extensive racing expertise and more. All these aspects give a boost in confidence to riders to tackle corners carrying higher speeds, lean more, brake late and throttle early.
    2025 Apache RTR 310 First Ride Review
    On the road, 2025 Apache RTR 310 offered excellent low-speed driveability and did not heat up as much in slow-moving traffic. Suspension tuning even at TVS’ prescribed settings, did a great job absorbing bumps and undulations of public roads. Suspension can be dialled up or down as per rider preference as they are fully adjustable for pre-load, rebound and compression with BTO variants.
    2025 Apache RTR 310 First Ride Review
    Conclusion
    There’s nothing to complain about the 2025 TVS Apache RTR 310. It continues to be an excellent segue into the big bike realm if you want to experience and get well versed with all electronic rider aids offered by these expensive big bikes. In the segment this bike operates, we cannot think of another motorcycle that packs these many features and electronic rider aids at that price point, making it a VFM choice.
    2025 Apache RTR 310 First Ride Review
    This bike is clearly not for the ‘No Replacement For Displacement’ audience out there who are just chasing spec sheets and raw performance numbers without realising the new onslaught in rider aids. For audience who wants to experience finer features and the latest and greatest in motorcycling world at an affordable price, 2025 Apache RTR 310 makes a heck of a proposition.
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      Hero Vida VX2 First Ride Review – Segue Into The Leaderboards?

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      Hero Vida VX2 First Ride ReviewHero MotoCorp’s onslaught into electric scooter segment has been amplified with the launch of Vida VX2. This is the first electric 2W in India to offer BaaS prices on scooter’s price tag, similar to what MG introduced with Windsor EV. This is an unprecedented move by Hero MotoCorp which is likely to propel Vida’s sales into the leaderboards.
      Vida VX2 has a lot going for it and the company has immense faith in this project. This is by far the most ambitious move by Hero MotoCorp within electric scooter segment. We experienced this scooter in Bengaluru at the national media drive. After riding it for around a day, this is what we think about Vida VX2 Plus variant.
      Hero Vida VX2 Design
      Hero Vida VX2 First Ride Review – Attractive BaaS Prices
      Rs 44,990! That’s the price Hero MotoCorp is advertising heavily with Vida VX2. To put it into perspective, Vida VX2 costs less than the most affordable new iPhone. While this could be a glaring reflection of just how ridiculously expensive Apple products can get, we can’t glance over the fact that Hero has got pricing bang on. The company has achieved it by offering Battery as a Service (BaaS).
      Hero Vida VX2 Design
      So, the Rs 44,490 includes pricing for base Vida VX2 Go (Ex-sh) + Rs 0.96 per km and an introductory offer. Hero has not disclosed a timeframe for this introductory offer. Once this offer ends, prices will start from Rs 59,490 (Ex-sh) + battery rental cost for the base Go variant and Rs 64,990 (Ex-sh) + battery rental cost for the top-spec Plus variant. Without BaaS, Go variant costs Rs 0.99L (Ex-sh) and Plus variant costs Rs 1.1 lakh (Ex-sh).
      Hero Vida VX2 Design
      Not a single rival brand offers BaaS pricing model on the vehicle, lowering upfront costs considerably. This is likely to emerge as a key turning point in Hero MotoCorp’s journey in the country’s electric scooter industry. With BaaS plans, Hero is also bundling access to their Vida DC fast charging network, which is growing as we speak.
      Hero Vida VX2 Design
      Design & Appearance
      Where design is concerned, Hero Vida VX2 is a familiar scooter, which was showcased as Vida Z at 2024 EICMA Show. VX2 looks quite nice and a lot simpler than V2 lineup does. Design is somewhat cohesive and it doesn’t look out of place in any way. ‘We Care’ LED headlight and LED tail light signatures are familiar and so are its LED turn indicators. Body panels are minimal, especially when compared to Vida V2 lineup.
      Hero Vida VX2 Colours
      There’s a single-piece seat and even a pillion backrest. Floorboard is flat and can accommodate quite a lot of cargo, if necessary. There’s also a handy 5L glovebox behind the front apron which can take some items including smartphone, gloves and other paraphernalia. Vida VX2 rides on 12-inch alloy wheels on both ends, which get dual-tone machined finish. Rear swingarm is single-sided and it proudly exhibits this wheel down for the world to look at.
      Hero Vida VX2 Colours
      Vida VX2 gets a total of seven colours – Matte Inspired White, Matte Giallo Lime, Autumn Orange, Pearl Red, Matte Gun Metal Grey, Nexus Blue and Pearl Black. Among all these colours, Matte Gun Metal Grey is quite special as it is the only one that gets contrasting Orange highlights on floorboard.
      Hero Vida VX2 Design
      Switchgear looks quite nice and operates well with reassuring clicks. Left side switchgear has low beam / high beam and integrated flasher, a 4-way joystick to operate the new fully-digital TFT colour instrument cluster, an SOS button which gets its own flap so that users don’t press it accidentally, turn indicators and a horn switch.
      Hero Vida VX2 Front 5L Storage
      On the right hand side, we get a toggle for hazard light function, Mode selector which also doubles as a toggle to shift into Reverse Mode and then there’s a Start button / Kill Switch. Unlike Vida V2 lineup, VX2 does not get keyless go feature and gets a regular conventional key and a conventional keyhole. Boot release is integrated into this keyhole and works as expected.
      Hero Vida VX2 Key
      Beside this keyhole, is a Type-A USB charging port behind a flap. Above glovebox, towards the left, we can see a flap that opens up to a DC fast charging port. Home charging is done by lifting the seat and connecting charger into the AC charging port. Under-seat storage is up to 33L, which is commendable for a scooter with removable battery tech that eats up into the boot area.
      Hero Vida VX2 TFT Cluster
      Ergonomics & Features
      Vida VX2 offers a long seat which is fairly cushioned with adequate support. Short city commutes, which is the intended use case for Vida VX2, on this scooter is a cakewalk for both rider and pillion. Rider sits upright and pillion gets decent room and positioning of footpegs is comfortable as well. Vida VX2 falls quite well into the family-style scooter genre with no surprises for users.
      Hero Vida VX2 App Interface
      Where features are concerned, the main highlight is its 4.3-inch TFT instrument cluster on Vida VX2 Plus variant. This is a fairly bright display that can be controlled from the 4-way joystick. This cluster is paired with a dedicated Vida app with quite a lot of functionalities. This cluster supports music control and turn-by-turn navigation. With the app, users can access detailed stats, trip analysis and a host of other details and information.
      Hero Vida VX2 App Interface
      Navigation can be set from the app and it will be projected on the screen. Nearest charger info is a handy feature too. Other notable features include remote immobilization, live tracking, geo fencing and a ring my scooter feature, which should come in handy in shopping mall parking lots to pinpoint the scooter. LED lighting all around, fancy switchgear, hazard light and removable battery are other notable elements.
      Hero Vida VX2 Brakes, Motor
      EVOOTER & BaaS
      Speaking of removable batteries, they are by far the most important feature of Vida VX2. It is the fundamental element in the EVOOTER marketing term that Hero has coined for VX2. In the VX2 Plus variant we experienced, Hero is offering a 3.4 kWh battery promising a range of up to 140 km. Based on our short ride experience, one can expect a real-world range of around 100 km and depends vastly on the way it is ridden.
      Hero Vida VX2 Switchgear
      We say this because regeneration is not automatic. In this sense, Vida VX2 will not charge batteries under deceleration on its own. Users have to use the two-way throttle and twist it to the other side, so as to get regeneration. It allows for an unintrusive riding experience, one that is close to ICE scooters, but regen does not happen automatically. VX2 even comes to a complete halt twisting the throttle in reverse.
      Hero Vida VX2 Three Methods Of Charging
      Same procedure is for Reverse Mode, twisting throttle in reverse takes the scooter back with an audible beep. To access removable batteries, one has to unlock the seat from keyhole and then use same key to unlock a plastic door that covers battery area. One can remove these batteries and then charge them separately or directly plug in the same AC charger. Also, Vida DC charging is at user’s disposal too, which is unlocked for BaaS customers.
      Hero Vida VX2 DC Charging
      Speaking of, BaaS plans are provided by Hero FinCorp and Vidyuttech Services in 2 Year, 3 Year and 5 Year durations, with a minimum monthly charge. Once the 3 year or 5 year duration is complete, buyers will get full ownership of scooter and batteries. Depending on the variant (Go and Plus) and plan chosen (2 Year, 3 Year and 5 year), users will have to pay a monthly fee ranging between Rs 1.1K and 2.2K.
      Hero Vida VX2 Design
      Ride & Handling
      Vida VX2 rides very similarly to other family format electric and ICE scooters. Buyers will be treated with a decently plush ride quality and the 12-inch wheels at both ends ensure reasonable bump absorption too. This is not a corner carver and should not be treated as such. Overall ride dynamics are comfortable, which is on par with this segment. With Vida Plus, one can expect around 100 km of real-world range with mixed usage.
      Hero Vida VX2 Removable Battery & Boot
      There are three riding modes – Eco, Ride and Sport. The latter unlocks all of its performance. Performance is brisk and the power delivery from its swingarm-mounted motor. There is no jerk in power delivery and the overall throttle transitions are quite smooth. Braking performance could have been better, especially with front disc brake. Using both brakes at once is a lot more reassuring.
      Hero Vida VX2 Loose ORVM
      Reservations & Conclusion
      As impressive as the Vida VX2 was, there is room for growth. During our time with Vida VX2, we came across a quality control issue too. Which was in the ORVMs, where it was loose and spinning on its own across the ride, despite manually tightening it. It even fell out on its own while returning. If this is the same ORVM stalk that Hero uses with Mavrick 440 and Xpulse, it is likely to rust very soon.
      Hero Vida VX2 Flimsy Battery Door
      We felt that the removable battery door could have been executed better. Hero could have completely ignored this lockable battery door because it is made of plastic and a dedicated thief can get into this area with relative ease. Also, there’s always a fear of accidentally forgetting the key inside the boot and shutting the seat. I can imagine myself in this situation and it can happen to anyone.
      Hero Vida VX2 AC & DC Charging
      That said, Hero MotoCorp has taken a giant leap in India’s electric scooter segment with Vida VX2 and it is likely to propel Hero’s name into the leaderboards. It looks right, it rides the way it should, packs a lot of features expected in this segment and offers the flexibility of BaaS prices on both scooter and battery, which no other brand is currently doing. With sheer affordability factor, further sweetened with introductory offer makes Vida VX2 a winner in Hero’s portfolio. More

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      2025 Suzuki Access Road Test Review – The One To Get?

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      2025 Suzuki Access Road Test ReviewIndia’s 125cc scooter segment is a rather interesting one. It sits above the 110cc scooters, offering a little more performance and bringing more premium features. Suzuki is among the leaders in this segment as the company operates three offerings – Access, Burgman Street 125 and Avenis 125.
      Access is by far the most popular in Suzuki’s scooter lineup and is the primary volume generator for the brand. So, when the company launches a major update to Access, it is a big deal and it has even emerged as India’s 3rd highest-selling scooter. After experiencing the new 2025 Suzuki Access in and around Pune city, this is what we think about this scooter.
      2025 Suzuki Access
      2025 Suzuki Access Review
      Within the family 125cc scooters, Suzuki Access is a prominent name. It was among the first 125cc scooters in India, launched in 2007. Close to two decades in its life cycle, Access has had multiple updates and the latest 2025 Suzuki Access is the most technologically advanced iteration of this scooter yet. Dropping 125 from its name, Suzuki has simplified the naming too.
      Suzuki launched it at the Auto Expo 2025 earlier this month at a starting price of Rs 81,700 (Ex-sh). There are three variants on offer – Standard Edition, Special Edition and Ride Connect Edition. Standard Edition gets drum brakes, steel wheels and single-tone colours. Special Edition brings dual tone colours, steel wheels and a front disc brake.
      2025 Suzuki Access
      It is the Ride Connect Edition which offers all bells and whistles like alloy wheels, disc brakes and even a connected instrument cluster with Bluetooth connectivity and Navigation. This is the variant we sampled in Pune city which was finished in a lovely Metallic Mat Stellar Blue. Even though the launch colour was Solid Ice Green, I liked Pearl Grace White and Metallic Mat Stellar Blue colours more.
      Design & Appearance
      Where design is concerned, the new 2025 Suzuki Access does not deviate much away from its family scooter silhouette. It looks very much like an Access, just brought up to date with modern styling cues and in-keeping with current trends. In that regard, we can see Access has gotten much sleeker and looks more athletic than it did before.
      2025 Suzuki Access
      We can see headlights have sleekened a lot and look sharper now. Front apron gets re-profiled styling with smaller turn indicators. There’s a U-shaped LED DRL on front apron which is a new addition. Behind this apron, we now get dual glove compartments along with USB charging port, a hook and a conventional keyhole which also operates fuel filler and underseat storage.
      2025 Suzuki Access
      The fuel filler cap is now concealed beneath a plastic flap for a much cleaner aesthetic. There is a new re-designed tail light as well. Side profile is vastly carried over. We get circular reflectors now positioned near glove boxes behind front apron. The top two variants get chrome circular ORVMs that look rather nice, offering a retro vibe to this scooter.
      2025 Suzuki Access
      Also new are the footpegs, which are of metallic type now that look a lot more premium than before. Top variants get brown seat upholstery which contrasts on the dark blue shade on our particular unit. Even though it doesn’t look like it, 2025 Access packs a new chassis underneath and it has had changes to its powertrain as well.
      Specs & Powertrain
      Speaking of powertrain, Suzuki has updated some core components like crankshaft, camshaft and even the crankcase on this scooter with 2025 model. These changes were done to upgrade this engine and align it with stricter BS6 OBD2B emission norms along with Euro 5 emission norms. Because of these changes, there is variance in performance metrics.
      2025 Suzuki Access
      This 124cc engine now makes 8.31 bhp of peak power at 6,500 RPM and 10.2 Nm of peak torque at 5,000 RPM. So, power has gone down slightly, while torque has seen a minor boost, when compared to its predecessor. This is still a relatively simple engine as it is an air-cooled single-cylinder SOHC 2V/cyl unit, mated to a CVT and a one-way clutch which ensures quiter starts than before.
      2025 Suzuki Access
      This is a smooth and refined powertrain without much vibrations if you’re riding under 90 km/h speed (speedo indicated). Post which, there is a mild buzz. Considering the intended application of this scooter, it is perfectly acceptable as prospective owners are not likely to push it that hard all that often. The 5.3L fuel tank will ensure less frequent fuel stops as Suzuki Access can eke out around 50 km/l of fuel efficiency, depending on the riding style.
      2025 Suzuki Access
      Ride & Ergonomics
      Acceleration is brisk and it has enough grunt to manage quick overtakes in the city. The new chassis feels almost similar to its predecessor, offering decent maneuverability. Suzuki is offering 90-section tyres at both ends. Wheel size is 12-inch at the front and 10-inch at the rear. We wished Suzuki offered 12-inches at both ends for better stability and bump absorption.
      2025 Suzuki Access
      Speaking of, ride quality is slightly on the stiffer side and bump absorption is slightly uneven as the wheel sizes differ. However, it is a city scooter to be used as a daily commuter and it does that job quite well and without any hassle. Seat is long and accommodating. Ground clearance is 160 mm, which didn’t pose any issues even on tallest of speed bumps.
      2025 Suzuki Access
      Braking is quite predictable and is acceptable for a 125cc family scooter. Front disc has decent bite and stopping power. Suzuki offers a parking brake with Access, which is a handy and welcome feature. Some rivals omit the parking brake feature, but I used it more than I thought I would have.
      2025 Suzuki Access Switchgear
      Top variants of this scooter weigh 105 kg making it easy to maneuver in low speeds while parking or in city traffic. Rider ergonomics is spot on and it didn’t induce any discomfort in a 182 cm tall individual like myself. Switchgear is aptly positioned too – left gets turn indicators, horn and high beam pass, while right gets an engine kill switch and hazard light.
      2025 Suzuki Access Boot
      Usability
      Front dual glove compartments can easily accept 500ml water bottles and with 2025 Access 125, Suzuki has carved out more under-seat storage than before. 24.4L in volume, to be precise. It will not accommodate a beefy XL sized full-face helmet, but it will easily accommodate a half-face helmet or a smaller and less beefy full-face helmet.
      2025 Suzuki Access Storage
      The instrument cluster is fully digital and shows quite a lot of information. There are two buttons beside this cluster to control it and functions are quite intuitive. We can see time, speed, odometer and trip meter, fuel gauge and temperature gauge and are surrounded by tell-tale lights. This cluster supports smartphone connectivity via the proprietary Suzuki Ride Connect app.
      2025 Suzuki Access Instrument Cluster
      This app is intuitive as well and allows you to connect seamlessly with this system. Once connected, it will show call alerts, SMS alerts and even has turn-by-turn navigation which works well. Also, it has Whatsapp call and message alerts, calendar alerts and weather updates along with an auto-reply SMS feature. These features work quite well, fitting well with tech-savvy customers.
      Conclusions & Reservations
      Concluding the 2025 Suzuki Access is rather easy. It is a no-nonsense scooter that offers utmost reliability and aims to offer great value for the buck. However, we have a few reservations about this scooter as well. Some of them are major, while not classifying as deal breakers.
      2025 Suzuki Access Instrument Cluster
      1. We wished the scooter had a smart key implementation for keyless operations. Also, the physical ket that Suzuki offers is unusually long and digs into your thighs when placed in pant pockets.
      2. We wished this scooter offered better Bluetooth range and a more stable connection. That’s because the connection would drop when I placed my phone in my pant pockets even though it is just 3 feet away from this cluster.
      3. For Bluetooth to work, I had to place my phone in the front glove compartment, which is not lockable. So, I was always on the lookout that someone might nick my phone in traffic.
      4. The USB Type-A charger on Access is quite slow as my Samsung flagship phone only managed to gather around 5% of charge despite plugging it in for more than an hour.
      5. The under-seat storage could have been longer and offered more volume to keep two half-face helmets side-by-side, something that rival scooters can.
      2025 Suzuki Access Instrument Cluster
      The one to get?
      None of these reservations are deal breakers, which is a good thing. Also, most of these can be fixed in the future by Suzuki if there is enough demand for it. Even the LED headlights are quite decent, offering nice throw and spread of light. Particularly acceptable for city applications. Special mention to Suzuki Ride Connect system that allows for easy pairing and doesn’t require your number to be registered in the company’s database before using it.
      2025 Suzuki Access is a strong contender in the 125cc family scooter space and it has great potential to be an all-rounder scooter. In terms of sales, Suzuki Access is currently India’s 3rd best-selling scooters, behind Honda Activa and TVS Jupiter. It has to be noted that both those scooters have 110cc offerings in the mix as well. If you’re in the market for a 125cc family scooter, 2025 Suzuki Access should be high up in your list. More

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      Hero Xpulse 210 First Ride Review – From Good To Better

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      Hero Xpulse 210 First Ride ReviewEver since Hero MotoCorp was coined after the split with Honda, the company has been a stalwart in the off-road genre. The torch of the mighty Impulse was taken over by Xpulse 200 and has received multiple updates after it was first launched. Now, Hero has just launched Xpulse 210, which is the most advanced and the most tech-loaded iteration of Xpulse brand yet.
      We got to sample this motorcycle at the national media drive event in Udaipur, Rajasthan, organised by Hero MotoCorp. After riding Xpulse 210 across varied terrains and off-road sessions, here’s what we think about Hero MotoCorp’s latest off-roader.
      Hero Xpulse 210 First Ride Review – Design & Appearance
      World’s largest motorcycle manufacturer, Hero MotoCorp, launched Xpulse 210 at the prestigious Auto Expo 2025. There are two variants of Xpulse 210 conveniently named Base & Top. Prices start from Rs 1.76 lakh (Ex-sh) for Base and Top costs Rs 1.86 lakh (Ex-sh). Top is the feature-loaded variant that gets all the bells and whistles.
      Hero Xpulse 210 Design
      There are four colours on offer with Xpulse 210 – Wild Red and Glacier White colourways with Base and Azure Blue and Alpine Silver colourways with Top. At the media drive event, Hero provided Rushlane an Xpulse 210 in Alpine Silver colourway. While it looks nice, I personally think Glacier White should be offered with Top variant for that clean aesthetic.
      Hero Xpulse 210 Design
      The company had showcased a more off-road version of Xpulse 210 at Auto Expo 2025, which will launch later. There’s a good probability that it will be launched only with Base variant. When compared to Xpulse 200, Xpulse 210 looks like an entirely different motorcycle, while still rocking that quintessential enduro bike look.
      Hero Xpulse 210 Muscular Fuel Tank
      Xpulse 210 looks a lot more muscular and beefy than Xpulse 200 4V, which is a good thing. It has significantly better road presence and the primary contributor towards this effect is the new fuel tank. It is taller and a lot wider thanks to the new tank shrouds. It almost looks like there is a semi fairing with Xpulse 210, which is not the case.
      Hero Xpulse 210 Lighting
      There’s a new front windshield which is taller and works quite well deflecting wind off riders even at highway speeds. Seat is a single-piece unit which is scooped out to offer a lower seat height and pillion area gets a slight step. The knuckle guards look better on Xpulse 210 and handlebar gets revised switchgear, especially with Top variant.
      Hero Xpulse 210 Design
      Rear section is a lot sharper in design with Xpulse 210 and exhaust is now set a little higher than on Xpulse 200. There’s LED lighting all around with Xpulse 210 in the form of LED headlights, LED tail lights and LED turn indicators. Sturdy rear luggage rack, revised front beak, and the 4.2-inch TFT instrument cluster are notable elements.
      Hero Xpulse 210 Engine
      Specs & Hardware
      An untrained eye might think that Xpulse 210 is just an Xpulse 200 4V with the heart of Karizma XMR 210. That is not the case as Xpulse 210 is a completely different animal altogether. It is positioned on a different chassis featuring revised geometry and dynamics. Comparing the Base variant of Xpulse 200 4V with Xpulse 210, we can see that the newer bike is 32 mm longer and 10 mm wider.
      Hero Xpulse 210 Exhaust
      It also features a 19 mm longer wheelbase and seat height with standard variants (non Pro) is also increased by 5 mm. Ground clearance is the same 220 mm with standard versions of Xpulse 200 and Xpulse 210. Weight has gone up with Xpulse 210 as well and top-spec Top variant weighs in at 170 kg now. The 21-inch front and 18-inch rear wire-spoke wheels are a tried and tested combination. There are disc brakes at both ends and for the first time, Xpulse 210 got dual-channel ABS.
      Hero Xpulse 210 Tyres
      Xpulse 210 features the same 210cc engine as Karizma XMR 210, but is worked on to suit the character of Xpulse 210. For the very first time, an Xpulse is packing a liquid-cooled engine, a DOHC head, a slip and assist clutch, a 6-speed gearbox, dual-channel ABS which is switchable to unlock some fun and a TFT instrument cluster, among others. This TFT cluster is the most sophisticated Hero ever offered in its portfolio and it features music control, app connectivity and turn by turn navigation.
      Hero Xpulse 210 Brakes
      The 210cc single-cylinder liquid-cooled DOHC 4V/cylinder engine on Xpulse is tuned to develop a peak power of 24.6 PS at 9,250 RPM and 20.7 Nm of peak torque at 7,250 RPM and is mated to a slip and assist clutch along with a 6-speed gearbox. This is the most powerful Xpulse yet and gets the most sought-after 6-speed gearbox for effortless highway cruising at triple digit speeds.
      Hero Xpulse 210 Suspension
      Ergonomics & Dynamics
      Xpulse 210 does an excellent job in containing the heat and dissipating it away from the rider as well. Rider is seated high and gets a commanding seating posture. I am a 182 cm tall individual and I could easily flat foot on both sides without any issues. Rider’s triangle is very relaxed and it did not induce any fatigue while seated on the pillion seat or standing. The footpegs are slightly forward set and offer a lot of comfort for highway rides.
      Hero Xpulse 210 Footpegs
      When standing and riding, Xpulse 210 offers optimum leverage for riders to grip it between their thighs. Xpulse 210 handles these speeds like a champ without breaking a sweat. This engine is tuned to achieve an optimum balance between tractability and effortless power delivery. Maintaining speeds of around 120 km/h on the highway is no problemo for Xpulse 210, thanks to the new engine and the added 6th gear. This motor does not hiccup even if you short shift and keep it at a higher gear than what is necessary.
      Hero Xpulse 210 Ergonomics
      There are far less vibrations on this engine, especially when compared to the one seen on Xtreme 250R. So, in a way, we kinda welcome Hero’s move to offer this 210cc engine on Xpulse 210 which is more suited for intended long distance touring. There are multiple luggage mounting provisions and there is a metal bash plate to protect the bike’s underbelly.
      Hero Xpulse 210 Switchgear
      Acceleration is quite brisk and Xpulse 210 gains speeds quite effortlessly. The revised geometry and the upgraded suspension setup ensures that Xpulse 210 is the best handling off-roader / enduro motorcycle Hero has ever launched. It is surprisingly agile and takes on corners with great ease, offering a great deal of confidence to riders, encouraging them to carry higher speeds into corners. Braking is quite sure-footed as well and is par for the performance ceiling that this motorcycle offers.
      Hero Xpulse 210 TFT Cluster Screen
      The bike that can do it all?
      Around Rs 2 lakh OTR is a compelling proposition for a one motorcycle that does it all. Xpulse 200 was the closest motorcycle to this concept, which was limited by highway cruising capability. Xpulse 210 fixes that and brings multiple new features and technology to the off-road genre at prices that rival brands are not even trying.
      Hero Xpulse 210 TFT Cluster Screen
      It looks better, rides better, performs significantly better, brakes better, packs better technology and meets all the requirements to be the only bike in your garage at around Rs 2 lakh (OTR) price point. However, that’s not the whole story. If there is one motorcycle that the OEM has continually updated and still kept loyalists wanting for more, it has to be Hero’s Xpulse.
      Hero Xpulse 210 USB Port
      Ever since it was first introduced, Hero has updated it multiple times. First, we got BS6 update, then we got the 4V update and then we got MY23 Xpulse 200 4V with updated switchgear and it introduced a Pro variant which offered factory-fitted Rally Kit contents for affordable prices.
      Hero Xpulse 210
      Despite the periodic updates, Hero didn’t quite capture the market and Xpulse brand never took off smashing sales charts. With the Xpulse 210, the same commotion exists as many prospective buyers might crave Hero’s new 250cc engine (debuted on Xtreme 250R) on this motorcycle or wish for the more off-road friendly Rally variant to be a available at launch. Instead of thinking what this bike could have been, we have to look at what it currently is.
      Hero Xpulse 210 LED Turn Indicators
      What it is, is the jack of all trades. It does everything right and there is not a single element which is missing or wrong on this motorcycle. Hero MotoCorp has hit it out of the park with Xpulse 210 where packaging is concerned. It could be the finest motorcycle around the Rs 2 lakh OTR mark that does it all – City commutes, Highway cruising and Off-roading.
      Hero Xpulse 210 Wire-spoke Wheels
      Hero Xpulse 210 is a lot more premium than what Xpulse 200 could have ever dreamt of and has significantly improved in terms of performance and dynamics. After finessing it with multiple iterations and updates, Hero MotoCorp has finally cracked the formula and this can easily be that one motorcycle around Rs 2 lakh OTR price point that can do it all. More

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      Hero Xtreme 250R First Ride Review – Your Next Quarter-Liter Street Fighter?

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      Hero Xtreme 250R First Ride ReviewFor the first time, Hero MotoCorp has entered the sporty and premium quarter-liter motorcycle segment. We’re talking about the company’s new Xtreme 250R which was launched in India at the grand stage of Auto Expo 2025. The company recently hosted a media drive event in Udaipur, Rajasthan. We sampled Xtreme 250R for around 200 km across multiple riding scenarios and here’s what we think about Hero’s first 250cc motorcycle.
      Hero Xtreme 250R First Ride Review
      Where pricing is concerned, Hero Xtreme 250R costs Rs 1.8 lakh (Ex-sh) for one fully loaded variant with all the bells and whistles. Hero is offering three colours with Xtreme 250R – Firestorm Red, Stealth Black and Neon Shooting Star. Hero MotorCorp provided Rushlane with Neon Shooting Star colour, which grew on me quite a lot.
      Hero Xtreme 250R
      However, Firestorm Red is the launch colour and is probably the best looker of this bunch. Where design is concerned, Xtreme 250R has a lot going on, which might prove busy for some. Especially with the multi-layered appeal with different colourways and all the cuts and creases. However, it somehow looks cohesive on this motorcycle and it looks rather nice.
      Most of the muscle is concentrated around its fuel tank. It looks chiseled and edgy, while the tank shrouds makes Xtreme 250R look a lot bigger than it is. Front section has a hunkered down execution seen with the positioning of its fuel tank and headlight. It gets USD telescopic front forks. These USD forks are 41mm units and lend an appeal similar to triceps of a predator.
      Hero Xtreme 250R Design
      Apart from the mass-forward design, rear section is quite appealing to look at as well. Xtreme 250R gets a split stepped seat and it aligns with the angle of its exhaust end can. Headlights, tail lights along with DRLs and turn indicators are all LEDs. Both front and rear disc brakes are at the exhaust side, making it the most photogenic angle.
      Hero Xtreme 250R First Ride Review
      Switchgear offers extensive controls to operate the new digital instrument cluster and cycle through various menus and functions. I consider Xtreme 250R to be one of the best-looking mainstream street fighter motorcycles sold in India. Speaking of, Xtreme 250R locks horns with other quarter-litre street fighters like KTM 250 Duke, Suzuki Gixxer 250 and Husqvarna Vitpilen 250. Xtreme 250R undercuts them all in terms of pricing.
      Hero Xtreme 250R Design
      Specs & Ergonomics
      Xtreme 250R is the first motorcycle from Hero MotoCorp to feature the new 249cc single-cylinder liquid-cooled engine with a DOHC 4V/cyl head. This is the most powerful Hero MotoCorp product launched yet, generating 30 bhp of peak power at 9,250 RPM and 25 Nm of peak torque at 7,250 RPM.
      Hero Xtreme 250R Engine
      This engine is mated to a slip and assist clutch along with a 6-speed gearbox. This engine is supposedly 20-25% more powerful and 10-14% more torquey than rivals. The liquid cooling setup works quite well in dissipating the heat away from rider. The fan does kick in frequently, but engine temperature reading on the new digital instrument cluster did not go above half of its threshold.
      Hero Xtreme 250R
      Ergonomics on Xtreme 250R are sporty, yet comfortable. Handlebar position commanded a slight lean for a tall guy like myself (182 cm). I could easily flat foot at both sides as seat heigh is manageable at 806 mm. This riding posture did not induce any fatigue in me even after riding it for a long time. ORVMs are decently wide and offer a great view of everything behind.
      Hero Xtreme 250R
      Fuel tank offered a great leverage for me to lock my thighs and grip the motorcycle. Seat cushioning is slightly on the firmer side, which created some discomfort after a long ride time on the saddle. While the step for the pillion is slightly on the higher side, it should provide better comfort for a longer period on the saddle when compared to flat seats that command a knees up position for pillions.
      Hero Xtreme 250R Suspension
      Dynamics & Performance
      When on the move, Xtreme 250R masks its weight quite beautifully and feels very agile. For context, Xtreme 250R weighs 167.7 kg and is quite manageable while maneuvering in parking spaces or other situations. The 17-inch alloy wheels are wrapped with 110-section front tyre and 150-section rear tyre, helping to put down all that power.
      Hero Xtreme 250R
      Hero MotoCorp is promising 3.2s 0-60 km/h sprint and an 8.5s 0-100 km/h sprint with Xtreme 250R. It accelerates with a lot of vigour. 100 km/h comes up in 4th gear and then it screams towards the red line. Acceleration is fitting for a premium and sporty 250cc quarter-litre street fighter motorcycle, achieving quick progress to cut into city traffic.
      Hero Xtreme 250R
      The best aspect of Xtreme 250R’s dynamics is its handling. It is sharp and agile and feels very precise. The motorcycle allows rider to carry quite some speed into the corners and provides optimum confidence and composure at the same time. Wide handlebar also provides great leverage while cornering and the bike doesn’t resist the rider to take it slow. Sharp handling does take a toll on rider comfort as the overall ride is quite firm. But nothing spine shattering, in any way.
      Hero Xtreme 250R Seat
      The seat is spacious and accommodating, offering rider space to move around and lock on to the motorcycle. Footpegs positioning is quite neutral as well. Hero’s new 250cc engine is quite smooth across most operating speeds. However, vibrations do creep in at higher engine speeds and they can be particularly felt on handlebar, footpegs and fuel tank. Nothing major, but a tingling buzz.
      Hero Xtreme 250R
      Braking is one department where I would like some improvements. For starters, Hero is offering a 320 mm front and 230 mm rear disc rotors, mated with dual channel ABS. Despite the motorcycle having dual-channel ABS, the rear wheel locked up on multiple occasions. This ABS system gets Road and Race ABS modes that rider can cycle between that is optimized for both racing and stunts.
      Hero Xtreme 250R Instrument Cluster
      The instrument cluster gets automatic brightness adjustment based on an ambient light sensor. The same light sensor is used for automatic headlight features as well. This display is legible across multiple lighting scenarios. The trip computer is quite advanced showing twin trip metres along with stats for top speed, 0-60 km/h and 0-100 km/h sprints.
      Hero Xtreme 250R Instrument Cluster
      It also shows fuel efficiency, service due, date & time, menu for ABS modes, average speed and time consumed. There’s Bluetooth connectivity with Hero App integration allowing advanced functionalities like music control, notification alerts, smartphone stats and turn-by-turn navigation.
      Hero Xtreme 250R Switchgear
      Some Reservations & Conclusion
      1. Hero MotoCorp could have implemented dual horn with Xtreme 250R2. The fully digital instrument cluster is the same one seen on Karizma XMR 210 and this system does not look as posh and sophisticated as the one seen on Xpulse 210.3. Braking performance of this machine should be more sure footed.4. Fuel tank is only 11.5L and a larger capacity could have been better.5. Seat could have been more plush for better comfort.
      Hero Xtreme 250R Pegs
      These reservations are more of a nitpick and there are no deal breakers with Hero Xtreme 250R. The pricing of Xtreme 250R might go lower if the company decides to sell it via E-commerce platforms like Flipkart. At those lower prices, Hero Xtreme 250R makes a lot more sense than it already does.
      Hero Xtreme 250R
      It is by far the most appealing motorcycle Hero has designed and it also features the new 250cc engine, which is smooth and performant. It looks like Xtreme 250R has all the ingredients of a great quarter-liter street fighter. We would encourage all discerning buyers to test ride this motorcycle before zeroing in on its rivals. More

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      Hero Xoom 125 First Ride Review – Sporty and Comfy!

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      Hero Xoom 125 First Ride ReviewThere are scooters and then there are sporty premium 125cc scooters. Hero MotoCorp is targeting the latter with Xoom 125, which was launched at Auto Expo 2025. Media drive event was held recently in Delhi. We experienced the scooter in Delhi across multiple road conditions and here is what we think about Hero’s new sporty 125cc scooter.
      Hero Xoom 125 First Ride Review
      At the media drive event held in New Delhi, Hero MotoCorp provided Rushlane a Xoom 125 ZX trim in Matte Storme Grey shade. With the Xoom 125, Hero MotoCorp aims to carve out a significant chunk of 125cc scooter segment sales, which currently accounts for around half of total scooter sales.
      Hero Xoom 125
      Xoom 125 is the middle child in company’s Xoom family of sporty scooters, slotted above Xoom 110 and below Xoom 160. Xoom 125 comes off as the most complete package in the 125cc segment and has great potential to make a big splash in this segment. All this while achieving price competitiveness over every single one of its rivals.
      Speaking of pricing, Hero has priced Xoom 125 from Rs 86,900 for VX trim and Rs 92,900 for ZX trim. VX trim is offered in two colours – Metallic Turbo Blue and Matte Storm Grey. ZX trim adds two more colours to the palette – Inferno Red and Matte Neon Lime. Personally, I think Matte Neon Lime looks the sportiest and is an eye candy.
      Hero Xoom 125
      Design & Appearance
      When we’re talking about Hero Xoom 125, we have to start from design. This is easily on of the best looking 125cc scooters on sale in India. The company has based Xoom 125 design on other Xoom scooters in the family, inspired by the flight of a Falcon. Company’s presentations suggest Xoom 125 is aimed at individuals who has achieved something big and want to showcase their lifestyle affiliations.
      Hero Xoom 125
      Xoom 125 fits into this projection with its Falcon inspired sharp and edgy design. At the front, we get a handsome fascia with Falcon LED DRL signature. This is the first scooter in this segment to come equipped with LED projector headlights. Handlebar cowl gets sequential LED turn indicators, which is first-in-segment, lending a premium appeal.
      Hero Xoom 125
      These swipe-style LED turn indicators are present at the back too. Even though we quite liked them, these can easily go unnoticed to untrained eyes as the surface area is quite small. LED tail lights are LEDs too and are of split type. Split grab rails look chunky and lend a muscular appeal. Rear tyre is 120-section in width, which is widest in segment and fills the wheel arches quite nicely.
      Hero Xoom 125 Wheels
      Side profile is probably the best angle of Xoom 125. Especially its exhaust side where the dual tone machining for alloy wheels is also visible. Also, Xoom 125 has a single sided mono-shock suspension at the rear, which is at the left, making its exhaust side very photogenic. I just wished front disc brake was also at the exhaust side.
      Hero Xoom 125 External Fuel Filler Cap With Buzzer
      Features & Functionalities
      Where functionalities are concerned, Xoom 125 is a sorted product. It has a flat floor board for practicality, unlike its big brother Xoom 160. The under-seat storage is around 17L and it gets an LED light for illumination on ZX trim, which is a nice touch. I couldn’t fit my beefy XL sized full face helmet here, but Hero did demonstrate a smaller full face helmet and it fits just fine.
      Hero Xoom 125 LED Projector Headlight
      Considering Xoom 125 is a city scooter, riders are likely to be using lighter and smaller helmets anyways. There are two storage options at the front behind front apron for practicality and convenience. Left side storage space has a USB Type-A port which is not exactly fixed. Floor board is flat and is just accommodating enough for my large feet wearing UK 10 size boots.
      Hero Xoom 125 Utility
      Seat is a single piece and is a stepped unit. The rear step ensures pillion is not very knees up, but it creates a certain discomfort for taller riders like myself (182 cm tall) as I prefer to sit slightly behind the average rider’s spot. That’s because my knees would touch the handlebar when I’m executing lock to lock turns.
      Hero Xoom 125 Boot Space
      The switchgear is new and Hero is giving an illuminated engine start button. Above it is the i3S switch and left switchgear include horn, turn indicators and headlight controls. There’s no hazard light function on this scooter either, which is perfectly fine for this segment. Hero has implemented a buzzer into its external fuel filler cap that beeps at the rider if they forget to leave filler cap open and start ignition or engine, which is a welcome safety feature.
      Hero Xoom 125 Features
      The instrument cluster on Xoom 125 is well executed. It is the same LCD cluster with White backlight, which stays legible even under peak sunlight. We have seen this unit do duty in other Hero MotoCorp family products. This cluster also has Bluetooth connectivity and gets turn-by-turn navigation as well, which some rivals still miss out on, in the sporty 125cc scooter segment.
      Hero Xoom 125 Ride & Dynamics
      Dynamics and Performance
      Hero Xoom 125 is powered by the same 124.6cc single cylinder air cooled engine which also powers Destini 125, which we experienced at the media drive in Goa last year. Xoom 125 gets a more powerful tune as it generates 9.8 bhp of peak power and 10.4 Nm of peak torque. In contrast, Destini 125 topped out at 9 bhp and 10.4 Nm. This engine also gets Hero MotoCorp’s proprietary i3S start/stop feature to increase fuel efficiency.
      Hero Xoom 125 Engine
      As per an internal testing, Hero MotoCorp claims that Xoom 125 is the fastest 125cc scooter on sale in India. The company is promising a 0-60 km/h sprint in 7.6 seconds as well. In real life conditions, Xoom 125 feels peppy and accelerates with quite a gust. We couldn’t find longer stretches of road in the heart of Delhi city to test the max ceiling of performance. It could probably teach triple digit speeds on the highway.
      Hero Xoom 125 Ride & Dynamics
      However, the performance is not as spritely as we would have hoped. That’s because Hero Xoom 125 weighs up to 121 kg. For context, some of its rivals weigh under 100 kg too. Xoom 125 does not feel heavy or cumbersome while riding or even when moving around, say, in a parking lot. However, it could have been lighter. One positive about this weight is that it makes the scooter feel really planted on the road and makes suspension act more supple. The 120-section rear tyre is also a contributor to this secure and dynamic ride.
      Hero Xoom 125 Lighting
      Some Reservations & Conclusion
      While Hero Xoom 125 gets everything one might need and more, there are a few elements that a prospective rider might want, to make their ownership experience even more special. Primary among these is the keyless function which is gaining more popularity and acceptance in the premium scooter segment. Tall riders would have liked a flat seat option for more comfort, at least as an accessory.
      Hero Xoom 125 External Switchgear
      The main gripe is that we wished Hero MotoCorp somehow shelved around 10 kgs off Xoom 125, which would have extracted even more performance from this already potent platform. Other than that, Xoom 125 packs everything a sporty premium 125cc scooter should offer and more, while undercutting every single one of its rivals. It looks good and the 14-inch wheels lend it excellent dynamics. Comparing Apples to Apples, only the Aprilia SR 125 is Xoom 125’s equivalent rival and it costs Rs 38,000 more. More

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      BattRE Storie Electric Scooter Test Ride Review

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      BattRE Storie Electric ScooterElectric scooters initially struggled to gain traction due to their plastic build, toy-like feel, and awkward designs. However, brands like Bajaj and TVS raised expectations by offering better build quality and feature-loaded EVs. This shift has forced brands like Ampere and Okinawa, along with newer players, to carve their own niche. Enter BattRE Storie, a retro-classic styled electric scooter that positions itself between the mass-market and premium e-scooters in India. But does it bring anything new to the table?
      Design & Build – Retro Charm with Modern Touches
      At first glance, the BattRE Storie doesn’t scream for attention, but its Vespa-inspired styling makes it instantly inviting. The metal body panels give it a more premium appeal compared to its plastic-bodied rivals, though a closer look reveals differences in build quality.
      BattRE Storie Electric Scooter
      Key design highlights:
      – Round headlamp with integrated LED DRL– Cartoonish front indicators mounted on the apron– Wrap-around rear indicators & sleek LED tail lamp– Minimal yet stylish grab rail
      BattRE Storie Electric Scooter
      While the footboard offers ample space, the under-seat storage is compromised by the 3.1kWh swappable battery, leaving limited room for daily essentials. A full-face helmet won’t fit, but smaller bags and groceries will.
      Battery & Charging
      The BattRE Storie uses a CAN-enabled 3.1kWh lithium-ion battery, which takes 5 hours to fully charge. Charging is convenient with an external port, so you don’t have to remove the battery every time. However, if you do swap it out, a portable charger can directly charge a spare battery as well.
      BattRE Storie Electric Scooter
      Performance & Ride Quality – Built for City Use
      Powering the Storie is a 2kW hub motor from LUCAS TVS, offering a top speed of 65 kmph. The three ride modes (Eco, Power, and Sport) show only a minor difference in acceleration, with Sport mode being the most responsive. The company claims 132 km IDC range, and our real-world mixed riding conditions delivered close to that. There’s also a reverse mode, activated by a dedicated switch—an appreciated touch.
      BattRE Storie Electric Scooter
      Handling is smooth on well-paved roads, but the stiff suspension makes bumpy roads less enjoyable. The 10-inch wheels struggle on potholes, and braking performance, while adequate, could have been better with a front disc. The regen braking is non-adjustable, which can feel intrusive, especially on an underpowered 2kW motor.
      Tech & Features – Simple & Functional
      The LCD display presents vital information in a clean, easy-to-read layout. Other notable features include:
      BattRE Storie Electric Scooter
      – Keyless Start– Side Stand Cut-off– Anti-theft Alarm
      The Storie is available in 11 eye-catching colours, including Gunmetal Black, Midnight Black, Cosmic Blue, Ice Blue, Starlight Blue, Canary Red, Pearl White, Hunter Green, and more.
      BattRE Storie Electric Scooter
      Verdict – Should You Consider the BattRE Storie?
      At Rs 1,14,999 (ex-showroom, Delhi), the BattRE Storie isn’t the best in class, but it doesn’t try to be. It’s a simple, no-nonsense EV with retro styling, a sturdy metal body, and a decent real-world range. If braking performance and ride comfort on bad roads are deal-breakers, this may not be your pick. However, if you want an easy-to-ride, and practical electric scooter with the convenience of a swappable battery, the Storie is worth a test ride. More

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      Hero Mavrick 440 1000 Km Review – Surprisingly Underrated Package!

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      Hero Mavrick 440 1000 Km Review After experiencing Hero Mavrick 440 for over 1,000 km, we think it is very underrated and deserves a lot more attention Ever since the Mavrick 440 was launched, Hero MotorCorp had a big bike for the first time. This is a brand-engineered product between Hero MotoCorp and Harley-Davidson and […] More

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      Oben Rorr EZ Is More Than Just a Commuter Bike – First Impression

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      Oben Rorr EZ Electric MotorcycleWe ride the new Oben Rorr EZ electric motorcycle, priced from Rs 89,999 ex-sh – Here is our first impression
      Annual motorcycle ownership costs today are about Rs 35,000 to Rs 40,000. With inflation and rising fuel prices, these costs will only increase, putting a strain on people’s budget.
      Add to that the stress of daily commuting with constant clutch press, gear shifting, heat, vibration  etc. It’s clear that conventional ICE (Internal Combustion Engine) motorcycles aren’t making life easier for their owners. This is something I could relate to as I navigated the daily grind, facing high fuel costs and the fatigue of gear shifts and vibrations.
      Oben Rorr EZ Electric Motorcycle
      Enter the Oben Rorr EZ – an electric motorcycle poised to change the game. Oben Electric, one of India’s top homegrown electric vehicle manufacturers based in Bengaluru, has launched the Rorr EZ at a starting price of Rs 89,999 (ex-showroom).
      Oben Rorr EZ Electric Motorcycle
      A Head-Turning Design
      For a price Rs 89,999, ex-sh, most would expect a basic-looking ICE commuter. But the Rorr EZ shatters that notion with its bold appearance. It looks like a 200cc motorcycle, which immediately appealed to me.
      Oben Rorr EZ Electric Motorcycle
      During my test ride, I had several moments where enthusiasts came up to ask about the bike. I couldn’t help but notice the admiring glances from passersby, captivated by the bike’s striking design.
      Oben Rorr EZ Electric Motorcycle
      Oben’s neo-retro styling, from the round LED headlight to the sleek LED indicators and muscular tank element, created a striking first impression. The battery pack positioned where an engine would traditionally be made to look balanced and modern.
      Oben Rorr EZ Electric Motorcycle
      I also found the fully digital instrument cluster both practical and stylish. The sleek rear LED taillights, stylish alloy wheels with tubeless tyres, and the comfortable seat added to its attractive profile. The choice of five vibrant colours—Electro Amber, Surge Cyan, Lumina Green, Photon White, and Flux Grey (available with 2.6 kWh variant)—ensures that there’s something for everyone.
      Oben Rorr EZ Electric Motorcycle
      What I really appreciated was the 200mm ground clearance, which gave me confidence while tackling speed bumps and rough patches on Indian roads. Despite the high ground clearance, the 810mm seat height was manageable, making it accessible and comfortable to ride.
      The EZ City Commuter
      Oben Rorr EZ is designed to minimize rider fatigue during daily commutes. It comes with a belt drive, which provides a vibration-free experience that many ICE bikes fail to offer. Knowing that the belt drive requires less maintenance and doesn’t need regular lubrication was a big plus, as it adds convenience and peace of mind.
      Oben Rorr EZ Electric Motorcycle
      The power delivery from the mid-mounted motor was impressive. It was silent, smooth, and completely vibe-free. I didn’t miss the clutch action or gear shifts at all—instead, I found myself appreciating the seamless nature of riding the Rorr EZ. Commuting through the city traffic without constant gear changes is a blessing.
      Engineered for City Life
      The proprietary ARX framework of the Oben Rorr EZ immediately felt stable and well-balanced as I navigated through city traffic. The suspension setup, with RSU telescopic front forks and a rear mono-shock, provided a comfortable and responsive ride.
      Oben Rorr EZ Electric Motorcycle
      I was especially impressed by the braking performance with ByBre disc brakes at both ends, which offered strong and reliable stopping power. The bike’s 1,433 mm wheelbase and 138-148 kg kerb weight (depending on the battery variant) made it agile and easy to manoeuvre.
      Oben Rorr EZ Electric Motorcycle
      Electrifying Performance
      One of the standout features for me was the choice of LFP battery options—2.6 kWh, 3.4 kWh, and 4.4 kWh. LFP batteries are known for their high safety standards and durability, and Oben’s use of them underscores their commitment to quality. These batteries offer 50% higher temperature resistance and twice the lifespan of conventional ones. The variant I was riding is the 3.4 kWh option, which delivers an IDC claimed range of 140 kms and a true range of 110 kms in real world conditions.
      Oben Rorr EZ Electric Motorcycle
      The ride modes—Eco, City, and Havoc—added versatility. Eco mode focused on maximizing range, which I could see being useful for long trips, while Havoc mode delivered thrilling performance for spirited rides. I found the City mode to be a balanced option, perfect for the kind of riding I do most often during commuting.
      The peak power output of 7.5 kW and 52 Nm of torque translated to quick acceleration, making weaving through city traffic a breeze. The 0-40 km/h sprint in just 3.3 seconds and a top speed of 95 km/h were impressive for a commuter electric bike. During my test ride, I even managed to touch a speed of 103 km/h downhill. The bike remained stable and predictable even at high speed.
      Oben Rorr EZ Electric Motorcycle
      Features, Charging, and Warranty
      The charging port is located inside the tank element, making it easily accessible, and there’s even a small storage area that fits your smartphone or even 1-liter water bottle.
      Oben Rorr EZ Electric Motorcycle
      Under-seat storage for the charger was another practical touch that I liked. Charging was quick, with the 4.4 kWh variant reaching 80% in 2 hours, 3.4 kWh variant in 1.5 hours and the 2.6 kWh variant in just 45 minutes.
      Oben Rorr EZ Electric Motorcycle
      The fully digital LED instrument cluster, complete with adaptive brightness, was intuitive and easy to read. The bike came well-equipped with LED lighting all around and high-quality switchgear. Connectivity features like Ride Vitals, Remote Diagnostics, and Bike Tracking provided a modern edge, while advanced safety features like the Driver Alert System (DAS), Geo-Fencing, and Battery Theft Protection gives peace of mind to owners.
      Battery and Motor Warranty
      Oben Care offers a reassuring ownership experience. The Rorr EZ comes with a 3-year/50,000 km warranty on both the battery and motor, and the Comprehensive Oben Protect extended warranty spans up to 5 years or 75,000 km. This added layer of support is a significant positive for buyers, as it underscores Oben’s confidence in their product.
      Oben Rorr EZ Electric Motorcycle
      Where it can improve
      While the Oben Rorr EZ has many positives, there are a few areas where it could improve:
      1. Firm Suspension: The suspension felt slightly on the stiffer side, making rides over bumps and potholes a bit uncomfortable at times. But the good news is that the suspension is adjustable to make it as per rider preference.
      2. Seat Length: The seat could benefit from being a bit longer to provide added comfort for pillion riders.
      3.Brake Activation on Inclines: When waiting on an incline, there’s no way to lock the bike’s brake. A lever lock system, similar to what some scooters offer, would be a helpful addition.
      Oben Rorr EZ Electric Motorcycle
      Final Thoughts
      After my first ride on the Oben Rorr EZ, I felt that this electric motorcycle is a game-changer for anyone looking to upgrade their daily commuter, whether from an ICE bike or another electric option. The sleek design, impressive performance, and thoughtful features make it stand out in the crowd.
      With Oben’s plan to open 60 showrooms and service centres in major cities, access to this electric bike will soon be easier than ever. Bookings have started at Rs 2,999, and with immediate test rides and deliveries, plus flexible financing options and EMIs from just Rs 2,200, getting an Oben Rorr EZ is more convenient than ever. If you haven’t taken it for a test ride yet, I highly recommend experiencing it firsthand. More