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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
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
Bajaj Pulsar N125 First-Ride ReviewWith the launch of Pulsar N125, Bajaj has carved out a sportier product promising the highest power-to-weight ratio in its segment
Ever since the launch of Classic Pulsar 150, Bajaj has been a staple name among India’s motorcycling enthusiasts looking for an exciting, yet affordable motorcycle. Pulsar brand has been enjoying a cult following in India and is a preferred choice for many. In 125cc segment, Bajaj has added a new Pulsar, bridging more excitement to the masses than it did before.
Of course, we’re talking about the just launched Bajaj Pulsar N125 boasting an exciting new design along with best-in-segment performance credentials. But is it enough to take on the competition which includes TVS Raider 125 and Hero Xtreme 125R? Considering that 125cc Pulsars (Pulsar 125 and Pulsar NS125) are Bajaj’s best-selling offerings, will new Pulsar N125 push the envelope further? Let’s take a look.
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Bajaj Pulsar N125 First-Ride Review
The company arranged a media drive for Pulsar N125 at Raftaar Gokarting Track in Pune, Maharashtra. Bajaj provided Rushlane with top-spec Pulsar N125 LED Disc BT Variant in Ebony Black Purple Fury shade for a short ride. This colourway looked a lot more appealing than the other two colourways – Ebony Black Cocktail Wine Red and Pewter Grey Citrus Rush. Base LED Disc variant is offered in Pearl Metallic White, Ebony Black, Cocktail Wine Red and Carribean Blue.
As the name suggests, LED Disc BT variant comes with a Bluetooth-equipped instrument console priced at Rs 98,707 (Ex-sh), while the base LED Disc is priced at Rs 94,707 (Ex-sh). Prices are in line with what rivals are offering, considering the equipment on board. Within Bajaj’s 125cc Pulsar lineup, Pulsar N125 is positioned above Classic Pulsar 125 and below Pulsar NS125.
Pulsar N125 Prices
Where design is concerned, I think Bajaj has hit it out of the park this time around. Pulsar N125 gets a refreshing new design language which is edgy and has a lot of presence. It is sporty in appearance and is the sharpest-looking 125cc Pulsar Bajaj ever sold. With premium 125cc segment booming, Pulsar N125 fits right in and aims to carve out a niche for itself, setting it apart from TVS Raider and Hero Xtreme 125R.
Bajaj Pulsar N125
How does it look?
Before the launch, Pulsar N125 was speculated to be an ADV-type offering as test mules showed a few ADV-like elements. These have been carried over in the production model. For example, we have a long split seat, a pronounced grab rail for pillion, a headlight design shaped like it has a tiny faux beak and the segment-best 198 mm ground clearance. Despite being high off the ground, Pulsar N125 has an accessible seat height of 795 mm.
Bajaj Pulsar N125 Design
Main draw for Pulsar N125 is that it has beefy suspension covers, lending a macho appeal. A chiseled fuel tank, muscular tank shrouds extending into its engine bay, angular body panels and striking dual-tone floating panels are other notable elements. Headlight assembly is a dual-pod element with vertically stacked chambers populated by LEDs. Rear has neatly laid out LED tail lights, which encompass Pulsar DNA. Beneath front fork covers, we have RSU telescopic forks, while rear gets a mono-shock setup. Keeping the bike compact is an underbelly exhaust.
Bajaj Pulsar N125 Front Fork Covers
17-inch alloy wheels remind me of Pulsar P150 (RIP). Switchgear has all the elements one would expect with a 125cc motorcycle. To control Bluetooth-equipped instrument cluster, there is a Mode button as well. Bajaj is offering a Type-A USB charging port on fuel tank. Right-side switchgear has a toggle for auto engine start/stop feature too. Only the front wheel gets disc brake and Bajaj is offering CBS, leaving Xtreme 125R as the only one in this segment to offer single-channel ABS.
Bajaj Pulsar N125 Switchgear
Ride, Handling and Performance
Bajaj arranged the media drive for Pulsar at Raftaar Gokarting Track in Pune, for a reason. This Go Karting track is perfect to test slow-speed manoeuvrability of Pulsar N125 along with its handling characteristics at a higher pace. Before that, we have to get engine’s performance metrics out of the way. So, a 124.58 cc engine generates 12 PS at 8,500 RPM and 11 Nm at 6,000 RPM, mated to a 5-speed gearbox.
Bajaj Pulsar N125 Engine
12 PS is segment best, but is the same as Pulsar NS125’s numbers. However, Pulsar NS125 weighs a hefty 144 kg, whereas Pulsar N125 weighs only 125 kg. Thus Pulsar N125 claims the highest power-to-weight ratio of 96 PS per tonne, which is again best-in-segment. In real-world conditions, these numbers do translate well and ensure peppy performance with enough vigour to thrill riders.
Bajaj Pulsar N125 Seat
Acceleration is brisk where 125cc premium commuters are concerned and Pulsar N125 has a youthful character. 1,295 mm wheelbase is not the shortest in this segment, nor is it the longest, offering a right blend of straight-line stability and handling. In city traffic, Pulsar N125 was easy to flick around. This bike inspires confidence to be playful and have a thrilling commute. Bajaj claims around 97 km/h top speed, but the bike reached 110 km/h in our testing (speedo indicated).
Bajaj Pulsar N125
Suspension is neutral as it offers a decent blend of great handling and bump absorption. 198 mm ground clearance ensured that we did not bottom out on bad patches of roads, which are frequent occurrences in Pune. Braking is par for this segment and offers a good bite to bring this machine to a halt. Weighing less definitely contributes to good braking feedback.
Bajaj Pulsar N125 Instrument Console
Conclusion
Concluding Bajaj Pulsar N125 is very easy. It is the lightest 125cc Pulsar sold by Bajaj and we think it is the sportiest to look at. With Pulsar N125, Bajaj is expanding its best-selling segment and is offering tough competition to TVS Raider 125 and Hero Xtreme 125R. It looks the part and offers highest ground clearance, which is unique in this segment.
Bajaj Pulsar N125
However, Pulsar N125 is not perfect. Hero is offering single-channel ABS and LED turn indicators, which Bajaj could have offered as well. TVS Raider offers the best TFT instrument cluster in this segment with a plethora of features. In contrast, Bajaj Pulsar N125’s LCD cluster lacks basic features like a tachometer and gear position indicator. Bluetooth connectivity is also very limited in functionality as there is no navigation feature.
Bajaj Pulsar N125 LED Headlight
There could have been a variant with drum brakes at the front, for an even more accessible base price. Also, the Automatic engine stop/start feature was not working on our unit during the testing. Which was a bummer. Instrument cluster showed a real-time fuel economy of around 31 km/l, which is not accurate considering that it is a new vehicle and will yield more mileage (fuel efficiency) with time. Claimed FE of the new N125 is around 60-65 kmpl. More
Hero Xpulse 200 Pro ReviewThe front suspension on Hero Xpulse 200 Pro is adjustable for compression and rebound, while rear gets preload and rebound adjustment
ADVs are currently a rage in India and many aspiring buyers look to this segment as an upgrade to their current premium commuter or a cruiser. Catering to this segment is world’s largest motorcycle manufacturer, Hero MotoCorp, with the Hero Xpulse 200. This is the most affordable off-road motorcycle in India and is a great weapon in the company’s arsenal.
The word ADV has become a broader sub-segment and is being used lightly by OEMs too. Like SUV in the car world. However, Hero Xpulse is a true-blue ADV and an extremely potent off-roader as well. Hero MotoCorp provided Rushlane with an Xpulse 200 Pro set-up for off-roading for a real-world review. After testing the motorcycle in varied terrains, environments and road conditions, here is what we think about this motorcycle.
Hero Xpulse 200 Pro Review
Hero Xpulse 200 Pro Review
Hero has priced this motorcycle very aggressively. For around Rs 1.55 lakh (Ex-sh), one can get a true blue off-roader with fully adjustable front and rear long travel suspension, 270 mm ground clearance and a lot of modern features. That is less than a certain smartphone with decent storage option ticked, these days.
Where design is concerned, Xpulse is not much of a looker and it was not meant to be either. It bears a purposeful look and it gravitates more towards the function, than form. It has round LED headlights with H-shaped LED DRL signature, a decently sized windscreen along with a front beak. The White, Red and Black colourway is unique to the Pro variant and is appealing to look at.
Hero Xpulse 200 Pro Rear
There are knuckle guards on Xpulse 200 Pro, which are sturdy enough. They’re very inexpensive as well, if one needs to replace them after a fall, or something like that. I wish Hero hadn’t painted the ORVM in White shade as it looks gaudy. Personally, I think this motorcycle looks a lot prettier and like a neo-retro machine if it didn’t have a front beak. Maybe that’s just me.
The first remark we had for this motorcycle was that it is a “tall” motorcycle. Like really tall. Because of that reason, it stands out in the crowd. Even though the Xpulse 200 Pro variant has been around for a long time and Xpulse 200 Rally Kit existed before that, this motorcycle still grabs a lot of eyeballs. It has a commanding road presence and sticks out around regular motorcycles. Especially when a tall rider is sitting on it upright, wearing an XL sized helmet.
Hero Xpulse 200 Pro Size Comparison
Standing next to regular commuter motorcycles, Xpulse 200 Pro makes them look like toys and the effect is quite hilarious. As seen in the image above, Xpulse 200 Pro looks humongous when parked beside regular motorcycles. Without Maxxis tyres, seat height is around 885mm and ground clearance is 270 mm. With the Maxxis knobby tyres, seat height goes 890mm+ and ground clearance is around 10 mm higher.
Ergonomics and comfort
I am a 182 cm tall individual and I did not face any issues swinging my leg around this tall motorcycle. Even with regular everyday shoes, I could easily flatfoot on both sides without any issues and the process was a lot more forgiving with taller riding shoes. The ergonomics of Xpulse 200 felt like they were tailor-made for a tall individual like myself. I had no fatigue on this motorcycle around my neck, back, shoulders and legs even after longer rides.
Hero Xpulse 200 Pro Tall Stance
Cushioning on the long seat can get slightly uncomfortable as you spend more time on it. Xpulse 200 has excellent ergonomics for standing and riding in off-road conditions. I could grip the motorcycle between my thighs for optimum control and the handlebar risers on Xpulse 200 Pro ensured easy reachability.
I wished the seat was slightly wider and contoured for optimum support, but then it would intrude into the off-roading experience a narrow seat facilitates, especially when standing and riding. Because this review unit was set up for off-roading, it lacked rear foot pegs and centre stand for weight saving. So, it was not possible to test the pillion comfort of this motorcycle and how easy it would be for them to get on this motorcycle.
Hero Xpulse 200 Pro Engine
Powertrain and Components
Hero Xpulse 200 Pro is powered by a 199.6 cc SOHC 4V oil-cooled single-cylinder engine. This engine is capable of around 19 bhp of peak power and 17.35 Nm of peak torque, mated to a 5-speed gearbox. The oil cooling radiator is positioned vertically and is a relatively smaller unit. But there doesn’t seem to be a need for a larger and more robust cooling system as heat is well controlled.
Main highlight of Xpulse 200 Pro is that it is the most affordable motorcycle in India with fully adjustable suspension. It gets compression and rebound adjustability at the front, controlled by the two knobs positioned on its forks. Suspension travel is 250 mm at the front, which is up from 190 mm on standard Xpulse 200. Rear suspension is adjustable for preload and rebound offering 220 mm of travel as opposed to 170 mm of standard bike.
Hero Xpulse 200 Pro Adjustable Front Suspension and Type-A USB Port
Xpulse Pro got ABS modes last year and has three modes to control the single-channel ABS offered on front wheel. Hero has equipped Xpulse 200 Pro with disc brakes at both ends with single petal rotors. Both wheels are of wire-spoke type and with a 21-inch unit at the front and 18-inch unit at the rear, shod with tube-type Maxxis knobby tyres. The exhaust is up-swept in design to aid water wading.
Where features are concerned, Hero offers a USB Type-A charging port with Xpulse. While it would be nicer if it was a Type-C port, Type-A is still relevant considering a few smartphones costing around Rs 1 lakh are still getting Type-A to Type-C cable in the box. There is a fully digital instrument cluster with gear position indicator, extensive trip computer and smartphone connectivity with turn-by-turn navigation.
Hero Xpulse 200 Pro Oil Cooler
Performance and Ride
Xpulse 200’s performance metrics of around 19 bhp and 17.35 Nm are not exactly on the lower side, but larger 21-inch front and 18-inch rear wheels contribute to making this motorcycle feel slow. While city rides were fine, the lack in grunt is noticeable on highways as the engine runs out of breath quite early and lacks vigor to push the envelope and clock higher cruise speeds. Lack of a 6-speed gearbox is a contributor here.
Highway cruising has been a chink in Xpulse’s armour since its inception and was significantly improved in 4V model. However, it is still not up to the mark and is the only hindrance for Xpulse 200 to be one’s only motorcycle in the garage. Acceleration is brisk and the engine is vibe free in the engine’s low-end and mid-range. At higher revs, vibes do kick in and make their presence known on pegs, handlebar and fuel tank.
Hero Xpulse 200 Pro Switchgear
Xpulse 200 Pro weighs 161 kg and is very manageable to ride even in chock-a-block Pune traffic. What impressed me the most in the city is that the clutch is rather light and my left wrist was very thankful for this fact. Something which can’t be said about its rival costing more than twice in price. Combination of low weight and light clutch made sure I enjoyed riding the motorcycle in city and highways, rather than feeling punished for doing so.
Thanks to large 21-inch front and 18-inch rear tyres, Xpulse glides over everything. Because the suspension is adjustable for rebound and compression, rider can adjust the bike’s characteristics on the fly to suit road conditions they are on. These adjustable suspension are not gimmicks and genuinely help rider in setting up the motorcycle based on their needs. While front suspension is easily adjustable on the fly, rear suspension adjustment is very difficult to access.
Hero Xpulse 200 Pro Tail Light
Because of the immense suspension travel, there is some nose dive under hard braking, which can be reduced by stiffening the front suspension. Handling-wise, Xpulse is not a corner carver, especially with the skinny off-road tyres our review unit had. The 21-inch front wheel makes sure steering is rather lazy and is not apt for quick maneuvers. Handling is something Xpulse is not advertised for and we can forgive it for that reason.
Maxxis Tyres Not For Road Use
The Maxxis knobby tyres, however, are not recommended to use on road. They are road legal, as confirmed by Hero MotoCorp. Just not recommended for extensive road use and I found out the reason for this during our testing. These tyres don’t like tarmac a lot and craves soft ground to dig into. When riding on the road, abnormalities can unsettle these tyres and kick the tail out in some cases. Stock tyres are fatter and will be a lot more stable.
Hero Xpulse 200 Pro Maxxis Knobby Tyres
Another aspect of these Maxxis knobby tyres offered with Xpulse is that they’re loud. They might be louder than the actual engine. When riding on the road at higher speeds of around 60 km/h or above, these tyres make a lot of noise. They are so loud, I often felt like there was a big truck tailgating me on the highway, only to realize this noise was not from the truck’s tyres, but Xpulse’s.
I took Xpulse to a few beaten paths in and around Pune and also to farms and wastelands outside the city. This is where Xpulse absolutely felt at home. It will do everything you can ask of it and does it in such grace. Xpulse’s low kerb weight is a godsend in off-road conditions and is very forgiving if there are rider errors. In the event of a fall, there is hardly anything to break on Xpulse, which is a good thing. Even if something does break, it is very economical to replace.
Hero Xpulse 200 Pro Long Seat
Maxxis knobby tyres rose to occasion in off-road situations and shines bright as it makes light work of everything I threw at it. I even tried a few jumps on the Xpulse and it handled everything like a champ. One can fine tune the suspension to suit their individual preferences. Seasoned off-road riders can even switch front ABS off, for complete nanny-free manual mode.
Conclusion
While Hero Xpulse 200 Pro is a brilliant motorcycle, concluding it for this real world review is slightly tricky. There are a few niggles with this motorcycle we encountered, which could have been improved. For starters, the smartphone app to connect to Xpulse did not validate the bike’s chassis number and engine number even after multiple correct entries. So, I couldn’t connect my phone with Xpulse to enable navigation, which was a big bummer.
Hero Xpulse 200 Pro Instrument Cluster
The switchgear on the right side containing the engine kill switch, was finicky to operate. There was some fogging in the instrument cluster after it rained. Also, the LED headlights were nothing to write home about, despite Hero promising reworked lighting elements. These niggles aside, the best thing about Hero Xpulse 200 Pro is that it didn’t have any deal breakers. Any shortcomings are forgivable if we bring pricing into the equation.
Motorcycling enthusiasts who are looking at the Xpulse as their second or third motorcycle, Pro variant is an easy recommendation and we encourage them to buy one right away. There’s unmatched off-roading prowess for its price and fully adjustable suspension is the icing on a very serious and potent cake. This motorcycle is made for tall riders and being one, I loved Xpulse 200 Pro more than I should.
Hero Xpulse 200 Pro Rear Adjustable Suspension
For buyers who are looking for that one motorcycle to do everything including high-speed touring, Hero MotoCorp is cooking a new Xpulse with the same 210cc DOHC 4V liquid-cooled engine from Karizma XMR 210 with a 6-speed gearbox, slipper clutch and probably dual-channel ABS. Combining Xpulse Pro’s spectacular chassis and off-road prowess with the more powerful engine with a 6th gear might just yield the next best thing in the premium motorcycle segment. A prospect so good, I might consider buying an Xpulse 210 Pro for myself.
Hero Xpulse 200 Pro LED Headlight More
BMW CE-02 First Ride ReviewWith futuristic looks, BMW CE-02 electric scooter aims to be the default 2W urban mobility choice for buyers who needs a style statement
With electric scooter industry taking off in India, many OEMs are aiming to make a mass appeal. BMW Motorrad has different intentions with their take on electric scooters. After launching CE-04 electric scooter at Rs 14.9 lakh (Ex-sh), BMW Motorrad has now launched CE-02 in India for Rs 4.5 lakh (Ex-sh). After a very short spin on this electric scooter in Gurgaon as part of a national media ride organized by BMW Motorrad, here’s what we think about this scooter.
BMW CE-02 First Ride Review
Designed and developed in collaboration with TVS Motor, this is a locally manufactured product for the world. As of writing this review, BMW has not revealed pricing. But considering it is made in India, pricing could be aggressive. What we have here, is a stylish electric scooter that was primarily designed for a fast-paced urban environment, promising excellent agility and city drivability, while making a bold statement.
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BMW Motorrad is stepping up its game in India and is expanding its product portfolio. CE-02 is BMW’s third scooter and second electric scooter in India. It comes with a unique and stand-out design language that makes it less of a scooter and more style statement. It is an absolute eye candy and grabbed a lot of eyeballs during our short spin with this scooter. Calling it a scooter is somewhat debatable too, as it looks more like a motorcycle. But BMW says they are calling it a scooter, and not a motorcycle.
BMW CE-02 Side Profile
The company used the term “reduced to essentials” to describe CE-02’s design. Fitting description, we would say. The hollow fuel tank area, squarish LED headlights with DRLs, chunky USD telescopic front forks finished in a gold shade, fancy handlebar, a flat single-piece seat and a low seat height of 745 mm, lend it a futuristic look. Wheelbase stretches way beyond the seat and gives it a massive road presence.
BMW CE-02 Fascia
Overall design looks like CE-02 came straight out of a Cyberpunk era that happened in the future. It is not a conventional scooter. In this sense, it does not have a step-through design and the rider has to swing their leg over the seat. Yes, I only mentioned rider because this scooter doesn’t have enough space for a pillion. At least, not when I, a 182 cm tall individual, was on this scooter.
BMW CE-02 Seat Space
To get into my usual preferred riding position, I had to scoot almost all the way back, leaving only a couple of inches of space to pillion. Also, I placed my feet on the pillion footrest for the feel of rear-set pegs. I felt that it was more suitable to the scooter’s overall character. For my riding position, rear footpegs also allowed me to stand up on the scooter comfortably, if I had to dodge speed breakers or bad patches.
BMW CE-02
However, most individuals might prefer to sit ahead and then liberate space for a pillion. There are split grab rails for pillion, if there is one. Seat extends all the way to the front, where a BMW logo proudly sits and falls in the rider’s peripheral vision, which is a nice touch. Seat design is not exactly comfortable as it is flat and narrow. However, CE-02 is intended for short city bursts in style. For shorter rides, the seat does its job. The area around the front foot pegs was left empty and could have been used for storage or something similar to what Honda did with the Navi scooter.
BMW CE-02
Features and Componentry
Wheels are of aerodynamic type and stand out from other scooters. Rear gets a single-side suspension, which is covered radiating sleek aesthetics. Single-side swingarm lends a much cleaner profile on the right side. On the left, we can see a mid-mounted motor along with a belt drive system, powering the rear wheel. All body panels along with base black colour and contrast elements lend it an unearthly look, which will appeal to young buyers.
BMW CE-02 Features
Where features are concerned, BMW CE-02 gets a few. For starters, there is a 3.5-inch micro TFT display that comes with variable brightness. Even under the bright sun and wearing sunglasses, there were no legibility issues we faced with this scooter. This cluster gets connectivity options too, with the BMW Motorrad Connected app. This display can be operated with dedicated buttons on left switchgear.
BMW CE-02 Switchgear
BMW is also offering a USB Type-C port to charge one’s smartphone or other accessory. There is a Reverse mode on offer too, controlled by a button on left switchgear. Lighting is LED all around and headlights are automatic, like in a car. The right switchgear had buttons to change mode, ignition switch, lock button and more. BMW CE-02 comes with a keyless system that works very well.
BMW CE-02 Rider POV
Ride and Handling
BMW Motorrad has positioned CE-02 as a fast-paced urban environment. Which is exactly where this electric scooter shines. There are 15 horses and 55 Nm torque on tap from a single electric motor, drawing power from two 1.9 kWh battery packs. BMW promises 108 km of range from a single charge, a 95 km/h top speed and a 0-50 km/h sprint in 3 seconds.
BMW CE-02
Despite weighing 142 kg, BMW CE-02 masks its weight quite beautifully. We didn’t feel the scooter’s weight while moving or when cornering. Acceleration is brisk and wringing the throttle gave an immediate response, like an electric vehicle should. We found acceleration to be addictive and the scooter encourages you to go faster than you are.
BMW CE-02 Ride Modes
Handling characteristic of CE-02 is the main highlight of this product. It is easily flickable and riders will be hunting for gaps to zoom past the traffic. Steering was quick and gave excellent feedback. CE-02 gets 14-inch wheels at both ends wrapped by 120/80 front and 150/70 rear Michelin tyres. CE-02 gets two riding modes as standard – Flow and Surf. BMW Motorrad provided a CE-02 unit that came equipped with an optional Highline package, unlocking a third Flash riding mode with the most power and regen.
BMW CE-02
It is the most fun and playful scooter I ever tested in a city environment and left me with a wide grin on my face. However, I encountered bad patches of roads around Gurgaon and my grin narrowed considerably as the ride was on the stiffer side. While it does lend a playful character, stiffly set suspension makes road imperfections and speed breakers along with bad patches filter through the chassis and make their presence known.
BMW CE-02 Seat
Where brakes are concerned, BMW CE-02 offers disc brakes at both ends with good initial bite and progression. However, ABS was only for the front wheel. There were a few instances where the rear wheel locked on hard braking. The name CE-02 means that this electric scooter promises performance of a 200cc motorcycle. Most 200cc motorcycles in India get dual-channel ABS at least as an option. We hope BMW considers launching a dual-channel version of CE-02 in the future.
BMW CE-02 Lighting
Conclusion
Because we had a very short period with BMW CE-02, we couldn’t put CE-02’s range to the test. Other than the shortcoming in braking, concluding BMW CE-02 is quite easy. Because CE-02 is not aimed at the masses, any questions of value-for-money fade away and we have to answer a bigger question. Does BMW CE-02 offer the promised fast-paced urban mobility solution? It does, in a big way. This is easily the most fun electric scooter for the city, money can buy in India.
BMW CE-02 Funky Design
The intended audience for BMW CE-02 are those who are looking for a premium urban 2W mobility solution that sets them apart from the crowd. BMW CE-02 does that quite effortlessly. This electric scooter is also an excellent style statement and reflects one’s individual personality. In these regards, BMW CE-02 delivers and sets itself as the most desirable and futuristic urban electric scooter.
BMW CE-02 More
2024 TVS Apache RR 310 First Ride ReviewWhen compared to its immediate rivals like KTM RC390, 2024 TVS Apache RR 310 sets itself apart with a plethora of track-focused features
TVS and Racing often go hand in hand. The company has a rich racing heritage and is among the few 2W manufacturers in India to incorporate their racing pedigree into their mainstream motorcycles. TVS Apache RR 310 did it the best but was growing longer in its tooth, when compared to the recently launched Apache RTR 310.
When we say longer in the tooth, we mean in terms of technology and not design. Apache RR 310 has always been a handsome machine to look at. TVS has updated Apache RR 310 with a host of new updates to make it even more track-worthy. That’s exactly what TVS organised as part of the media ride event. We drove the new Apache RR 310 at CoASTT High Performance Centre in Coimbatore and here’s what we think about this new motorcycle.
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2024 TVS Apache RR 310 – First Ride Review
Starting with prices, base model of 2024 TVS Apache RR 310 starts from Rs 2.75 lakh (Ex-sh). This variant loses out on a quick-shifter and if it is a priority, prospective customers can choose a one-above-base variant priced at Rs 2.92 lakh (Ex-sh). If you choose Bomber Grey, price jumps to Rs 2.97 lakh (Ex-sh) and buyers can also opt for Race Replica colourway for an additional Rs 7,000 (Ex-sh) with a personalised racing number, which is a nice touch.
On top of these, we get two BTO packages with the new TVS Apache RR 310. These are called Dynamic Kit priced at Rs 18,000 and Dynamic Pro Kit priced at Rs 16,000. Dynamic Kit packs adjustable suspension (front and rear), TPMS and brass-coated chain. Dynamic Pro Kit is a suite of electronic rider aids bundled as RTDSC (Race Tune Dynamic Stability Control), enabled by a 6D IMU.
2024 TVS Apache RR 310
With the new updated Apache RR 310, there are hardly a couple of design changes. TVS has added aerodynamic winglets at the front for 3kg of added downforce, providing stability at higher speeds. The second notable design change is the transparent polycarbonate clutch cover, which is far more appealing to see in person than in the pictures. Its not an open dry clutch like seen on motorcycles like Benelli 1130R, but is a very cool party trick.
Speaking of changes in the powertrain, TVS mentioned that they have a 10% lighter forged piston along with a host of other small updates focussed to reduce vibrations. Riding the motorcycle around CoASTT at all sorts of speeds, the vibrations were reduced, when compared to its predecessor. This reverse-inclined engine now makes 38 bhp of peak power at 9,800 RPM and 29 Nm of peak torque at 7,900 RPM.
2024 TVS Apache RR 310 Reverse Inclined Engine With Transparent Clutch Cover
Updated Apache RR 310 is the most powerful iteration of this engine co-developed by BMW Motorrad ever. Which is an impressive feat considering the 312.2cc displacement. With the new Apache RR 310, TVS also added adjustable levers as well, to appeal to riders of all sizes and preferences. Other than that, other attributes like 6-speed gearbox, slipper clutch, 5-inch TFT instrument cluster, dual-channel ABS, LED lighting are continued.
Track Performance
Since the new Apache RR 310 is all about updated mechanicals and electronic rider aids, let’s talk about how the motorcycle felt on a proper race track. The company claims 6.74 seconds to a 100 km/h and a 164 km/h top speed. In reality, the acceleration of Apache RR 310 has been sharpened and yields excellent throttle response and the motorcycle pounces ahead like a predator.
2024 TVS Apache RR 310 Track Ride
We can feel the reduced vibrations too and the overall NVH is improved considerably. Attacking the corners feels easy and second nature for Apache RR 310. That’s because of the committed riding position, race-type clip-on handlebars for better agility, proper rear-set footpegs and an extensive aerodynamic fairing with a very good windscreen, now completed with the added winglets for better aero performance.
Amidst the sweeping section and technical turns, CoASTT also has a couple of straight stretches as well. The motorcycle was stable on the straights at high speeds, despite it being a very windy day in Coimbatore. Apache RR 310 corners like a dream, allowing riders to carry a lot of speed into the bends. Directional changes were very quick, thanks to the leverage these sporty clip-on handlebars provide.
2024 TVS Apache RR 310 Aero Winglets
The chassis is meticulously set-up for excellent handling characteristics. Forward set ergonomics allows the rider to load the front to extract more traction. We didn’t mess with the bike’s adjustable suspension as it was set for racing conditions by TVS. Petal brake rotors and ByBre callipers offered great stopping power and we didn’t find inconsistent braking performance even after extensive use on a track.
Michelin Road 5 tyres on Apache RR 310 also play a major role in contributing to overall handling characteristics. These tyres provided excellent traction and allowed them to tackle corners carrying higher speeds. The bi-directional quick shifter does an excellent job and allows riders to bang on the gears depending on the conditions. The seat has a lot of room to wiggle around and shift positions to attack corners with as much lean as the bike allows.
2024 TVS Apache RR 310 Track Ride Review
What I loved the most about Apache RR 310 is how forgiving it is for riders with intermediate skills like myself. The bike does most of the work and induces confidence to push it harder. Apache RR 310 lends reliable and consistent feedback, making it very predictable. The more time spent with Apache RR 310, the more I trusted it. Allowing me to hone my skills further and push the motorcycle harder.
Conclusion
Riding the updated TVS Apache RR 310 on the race track reflects the company’s relentless pursuit to offer a taste of motorsport to general consensus. Sure, we couldn’t test all the electronic rider aids Apache RR 310 packs in the limited time we had with the motorcycle. But the updated TVS Apache RR 310 delivers the taste of a Supersport machine for a starting price of Rs 2.75 lakh (Ex-sh).
2024 TVS Apache RR 310 Cruise Control Switch
In the past, TVS has achieved a few incredible feats with Apache RR 310 platform. TVS Racing TR 310 D-T, a version of this machine clocked a quarter mile record of 11.5 sec with trap speed of 195 km/h. One particular unit aced the 24h endurance record of 3,657.92 km with an average speed of 152 km/h and then we have TVS Asia OMC track-machine based on RR 310 that clocked a top speed of 215.9 km/h.
With 2024 TVS Apache RR 310, the company aims to offer a taste of this machine’s full potential in a road-legal package. Thus making their immense racing pedigree accessible for a wider audience. By offering features like aero winglets, Cornering ABS, Cornering traction control, Cornering Cruise control, Wheelie Control, Slope Dependent Control and Rear Lift-off Control, TVS Apache RR 310 has distinguished itself from rivals as a serious track-focused SuperSport machine for the masses.
2024 TVS Apache RR 310 Track Ride
There are many budding motorcycling enthusiasts in India and Apache RR 310 poses as a stellar first bike to hone their skills with extensive electronic rider aids and a meticulously developed components and powertrain. Currently, no other motorcycle in India offers this versatile package, making the updated TVS Apache RR 310 a default choice for motorsport enthusiasts. More
Bajaj Freedom 125 First Ride ReviewMost notable attribute about the Bajaj Freedom 125 CNG motorcycle is its incredible mileage (fuel efficiency) claiming up to 102 km/kgBajaj is rewriting the books of automotive history by launching the Freedom 125 in India. With huge export ambitions, Freedom 125 CNG will be remembered in history as the one that started it all. The first, the pratham, la primera, o primeiro, la premiere. Bajaj had provided Rushlane with a review sample for a short time. This is what we think about the world’s first CNG motorcycle.Bajaj Freedom 125 First Ride ReviewFor a motorcycle like this, everything depends on pricing. So, let’s start with that. Bajaj Freedom 125 CNG starts from Rs 95,000 for base variant and goes till Rs 1.10 lakh (Ex-sh). It is to be noted that Bajaj is matching the base price with other premium sporty 125cc motorcycles. This is commendable move, considering CNG bike has added costs and complexities to account for. The base variant would appeal a lot to fleet operators, while top variant would appeal to individual buyers.Bajaj Freedom 125 First Ride ReviewBajaj decided not to offer a drab-looking motorcycle as their first CNG offering. Even if you take away the CNG wow factor, Freedom 125 is still a handsome looking motorcycle and a standalone quality. We get an exposed trellis frame, beefy tank shrouds, muscular front fork covers, stylish alloy wheels, attractive lighting elements, swanky colours, and a really long seat. Knuckle guards would have made the bike even more attractive.Bajaj Freedom 125Features-wise, Bajaj has offered a fully digital negative LCD instrument cluster that is equipped with Bluetooth connectivity. LED headlights, LED tail lights, side-stand engine cut-off, USB charging socket and sturdy hooks for practicality are some of the notable features. All these features make Freedom 125 feature loaded, practical and versatile, apart from being fuel efficient.Bajaj Freedom 125 First Ride ReviewEngine, Specs and MileageMain highlight of Bajaj Freedom 125 is its brand new CNG+Petrol bi-fuel capable engine. This is a brand new 124.58cc single-cylinder Bi-fuel unit from Bajaj capable of running on both petrol and CNG with up to 102 km/kg mileage from CNG and 67 km/l from Petrol. Bajaj could fit this CNG tank under the seat because of this engine’s sloper design of this engine. This whole CNG setup, however, weighs a lot and contributes significantly to the bike’s 147.8 kg kerb weight.CNG tank alone weighs 16 kg and holds 2 kg worth of CNG gas. This CNG tank is protected by the bike’s trellis frame. Because of this whole setup, Bajaj repositioned air box into the fuel tank area, hence pushing a small 2L fuel tank towards the right. According to Bajaj, total range from this system is 330 km, which is not bad for a commuter. Rider can toggle between CNG and petrol modes easily with the flick of a switch on left switchgear.Bajaj Freedom 125 First Ride ReviewThere is a noticeable performance gap between CNG and Petrol. In crude words, Petrol is like a “Sport” mode, while CNG is “Eco”. When compared to other 125cc motorcycles, Bajaj Freedom 125’s performance is a cut below. The 147.8 kg kerb weight slows it down further. Performance metrics are 9.37 bhp and 9.7 Nm. Acceleration is fairly brisk, but overtakes need planning. For a motorcycle geared towards fuel efficiency, performance is perfectly acceptable. We experienced a few false neutrals with the bike’s 5-speed gearbox. Clocking more kilometres may smoothen things out.We did a thorough mileage run on this motorcycle. But the pressure at CNG filling station was not enough refill consistently. So, our mileage test yielded 85 km/kg when run on CNG, which varies with Bajaj’s 102 km/kg number. We might do a proper 100% to 0% mileage run for a more accurate reading in the future. Even at 85 km/kg, Bajaj Freedom 125 easily has the least running costs of any motorcycle in India, owing to the lower price for CNG fuel.Bajaj Freedom 125 First Ride ReviewRide, Handling and ComfortBajaj Auto Has taken special care when it comes to comfort on Freedom 125. The seat is probably the longest in the world and has acres of space. Seat height is 825 mm and was perfectly fine for me (182 cm tall individual) and I could even flat foot without any issues. Rider ergonomics was alright. The bike commanded a slight lean towards the handlebar, but not stress inducing for city commutes in any way. Which is the primary intended use for this bike.Bajaj Freedom 125The bike felt sure-footed while riding in the city or brisker runs on the highway. Freedom 125 doesn’t lose composure when tackling bad patches of road and does a good job of handling road irregularities. There were a few thunks here and there from front suspension. During our short period with this motorcycle, we didn’t feel the suspension setup to be unnerving or worrisome. Braking power was adequate for the segment and intended speeds of Freedom 125.Bajaj Freedom 125 First Ride ReviewConclusionBajaj has put a lot of effort into Freedom 125 CNG motorcycle and it shows. It looks premium and unique, but still matches the base price of its 125cc premium rivals, despite packing additional CNG equipment. In our time with Bajaj Freedom CNG, we faced a few engine related niggles. However, none of these are expected to translate to the production model that buyers will get their hands on.Bajaj Freedom 125We felt like Bajaj could have added an engine stop/start system to eke out even better mileage out of its first-ever CNG motorcycle. We also felt Bajaj could have added an engine kill switch and navigation feature bundled with Bluetooth connectivity. Bajaj needs to come up with more methods to propogate the safety aspects of this motorcycle to nudge buyers. Because safety was one of the concerns a lot of people had with this motorcycle.Bajaj Freedom 125 First Ride ReviewThat said, Bajaj Freedom 125 didn’t have a single deal breaker that would prove to be off-putting for target demographic. In that regard, we think Bajaj has a winner on their hands in the form of Freedom 125. The future of CNG motorcycles is here and we liked it more than we thought we would.[embedded content] More
2024 Bajaj Pulsar N250 ReviewBajaj has launched the updated Pulsar N250 with lots of new features – Prices start from Rs 1.51 lakhFollowing the onslaught of connectivity updates by Bajaj Auto since the beginning of this year, the company has rolled out the renewed version of the Pulsar N250, but with more than just Bluetooth and a connected console. The 2024 Pulsar N250 comes with a whole range of features that is truly enticing to its demographic. The selling points include inverted telescopic suspension, Dual Channel ABS with three ride modes (Road, Rain and Off-Road), Traction Control System, and wider tyres.2024 Bajaj Pulsar N250 Review – Features and TechnologyThe USD fork made by Endurance, is meant to improve the handling and be more durable to battering on Indian roads. It also serves as an eye candy on the N250 especially since it comes in champagne gold finish on the Pearl Metallic White and Glossy Racing Red versions of the bike. On the Brooklyn Black N250 the fork is also black in colour.2024 Bajaj Pulsar N250 ReviewThe three braking modes of the Dual Channel ABS are programmed to regulate the braking intervention to prevent lock-up keeping in mind the variety of road conditions even a single stretch of ride can include. The Road mode is the standard setting. The Rain mode is developed for rainy and wet road conditions with the obvious maximum eagerness to intervene.The Off-Road mode is not strictly for adventure off-roading, it is programmed to be suitable for rural road conditions that may involve gravel, loose sand and unevenly broken patches. In order to engage the Off-Road mode, you gotta ride the bike below 20 kmph, but to switch to or between Road or Rain modes there’s no speed rule, it can be done anytime on the fly.2024 Bajaj Pulsar N250 Review2024 Bajaj Pulsar N250 Review – Braking and HandlingThe N250 does deserve brownie points for remembering the last used ABS mode. While the same cannot be said for the Traction Control System, which if turned off will come back alive the next time you key up the motorcycle. However it remains off until you pull the key out, like if you kill the engine with the switch or by careless clutch-work. Also, to switch off the TCS, you need to be in Off-Road ABS mode.2024 Bajaj Pulsar N250 ReviewDuring our brief test ride at Chennai, we rode over different surfaces and found that the braking was indeed dependable. It was sufficiently bite-y as well. The USD fork seemed to improve the confidence in handling and zipping across the tightly-meshed traffic.2024 Bajaj Pulsar N250 Review – User ExperienceThe LCD console that displays all the stats as well as the current status of the aforementioned systems, has a lot of information to show within very less real estate. The segmented display is also a buzz-kill, but considering the price point, the judgement has to be withdrawn.2024 Bajaj Pulsar N250 ReviewWhat can’t be, is the fact that a single button does all the work from scrolling down the menu, changing the Bluetooth settings and switching between the brake modes. And the Bluetooth is indeed useful for call and SMS alerts, and turn-by-turn navigation guidance from the phone.2024 Bajaj Pulsar N250 Review – Engine and PerformanceThe engine used is exactly the same as the outgoing model. It is the 249 cc single-cylinder four-valve air & oil-cooled motor, that generates 24.1 bhp of peak power at 8,750 rpm and 21.5 Nm of peak torque at 6,500 rpm. While the peers were discussing that Bajaj could’ve upgraded the gearbox to a 6-speed unit instead of the same 5-speed one, practically an upgrade didn’t feel necessary. The motor feels very alive with the current pairing and the rev-spacing between the gears is quite sporty already. The power delivery and ride composure while utilising that power are quite amazing for a bike of its price now that it’s got all these contemporary features.2024 Bajaj Pulsar N250 Review2024 Bajaj Pulsar N250 Review – VerdictBajaj Pulsar N250 2024 has raised the bar in terms of features and performance within its price range. With a host of updates including inverted telescopic suspension, Dual Channel ABS with multiple ride modes, and a Traction Control System, Bajaj has clearly aimed to cater to a diverse set of riders and road conditions. Overall, Bajaj seems to have once again hit the mark with the Pulsar N250, offering a compelling package that appeals to a wide range of riders, whether seasoned enthusiasts or newcomers attracted by its features and performance. More
Royal Enfield New Himalayan Long Term ReviewWhile there are a lot of praise-worthy attributes on Royal Enfield New Himalayan, almost all of them were prone to negatives, taking overall experience downHimalayan 411 has always been the de facto motorcycle for many Indians craving a motorcycling journey filled with touring, off-roading and adventure. After a successful run, Royal Enfield retired the legendary Himalayan 411 and launched New Himalayan debuting the Sherpa 450 powertrain. After spending a long time with the review sample Royal Enfield provided, this is our long-term review of the New Himalayan.Royal Enfield New Himalayan Long Term ReviewYou must be wondering how we found more negatives than positives with the New Himalayan. It is sort of like James May starring in a Bengali TV serial. Hard to believe, but true nonetheless. So, is the motorcycle bad? Is it a lemon? Not at all. Almost everything on the Royal Enfield New Himalayan is praise-worthy. However, almost all of those praises come with caveats, taking the overall experience down.Royal Enfield New Himalayan Kamet WhiteWill the motorcycle stay this way forever? We hope not. We think Royal Enfield will iron out most of these negatives in the future, considering how Himalayan 411 was launched and how it evolved towards the end of its life cycle. But as it currently is, New Himalayan 450 aims to be the jack of all trades. Is it a master in any? Let’s take a look.Design & AestheticsNew Himalayan sticks to its design roots and maintains an overall similar silhouette as Himalayan 411. That said, New Himalayan has bulked up quite a bit and looks and feels like a big bike. When you’re on the saddle, this visual bulk lends a feeling of riding a much bigger motorcycle than it is. Fatter tyres at the rear, a large fuel tank along with USD telescopic front forks at the front lend a substantial feel. We love the way Royal Enfield integrated brake lights within rear turn indicators. Cool stuff.Royal Enfield New Himalayan Front QuarterThat said, I didn’t like the beak and the pattern on Kamet White colour, which is subjective, though. Objectively, Tripper Dash console clamp could have been tidied up. Especially with a transparent windshield, this unappealing setup is on full display. Rear luggage rack is sharp around the edges. Our driver nicked his hand when cleaning around this area. Other than that, we didn’t see any other sore points like exposed wiring, ugly welds and other attributes that might be termed deal breakers.Ergonomics & ComfortRoyal Enfield New Himalayan gets two-step adjustable seat height – 825mm and 845mm. I’m a 182 cm long individual and I found the taller seat height more appealing. I could even flat foot easily with the taller setting. Riding ergonomics of Himalayan are spot on and Royal Enfield has nailed the rider’s triangle. At least for my body composition. Riding posture is upright and lends great comfort in the long hauls. Standing and riding while off-roading feels like second nature. Heel plates are perfectly positioned too, offering good leverage to control the motorcycle.New Himalayan 450 ErgonomicsI had initially planned a 3,000 km long travelogue with New Himalayan. But that plan faded with every kilometre I clocked on this motorcycle due to the hard seat. While my shoulders, back, knees, ankles, neck and other parts were fatigue-free on longer hauls, my bottom wasn’t. And I constantly had to take a break every 100 km or so and switch positions every 50 km. 3,000 km of this pain? No sir. Maybe If Royal Enfield had given me the bike with Touring Seat accessory on, that would’ve been a different story.Powertrain & PerformanceThis is by far the juiciest part of the New Himalayan debuting Sherpa 450 engine. This is the first-ever Royal Enfield motorcycle to feature liquid cooling and a DOHC 4V head. Also, the first-ever single-cylinder Royal Enfield to feature a 6-speed gearbox, a slipper clutch and a ride-by-wire throttle. Performance metrics from this 452cc engine are 40 bhp peak power at 8,000 RPM and 40 Nm of peak torque at 5,500 RPM.Royal Enfield Sherpa 450 Engine100 km/h comes up in under 7 seconds and this is easily one of the most fun to ride Royal Enfield ever. Acceleration is addictive and is almost KTM-like in the way it builds pace. I liked the vigour and gust with which this machine accelerates. This new Sherpa 450 is not a thumper and sounds like any other liquid-cooled motorcycle would. Which is just fine, if you ask me.What isn’t fine, are those weird vibrations starting around 95 km/h and making their presence known till 120 km/h. Post which, engine smoothens again. These vibrations numbed my wrists and could be felt around fuel tank and footpegs. This is quite a bummer because 100 km/h to 120 km/h is kinda the sweet spot for this machine and that’s exactly where these vibrations are.Himalayan 450Also, the Royal Enfield personnel who briefed me about this motorcycle, said that the engine has high tappet noises and is quite normal for Sherpa 450’s high-compression nature. In my experience, I didn’t face any abnormal tappet noises at all. However, there were harsh and loud crackling noises from the engine at higher RPMs with our unit. I don’t wanna say knocking noises, but that’s how they sounded.Fuel Economy & Running CostsIn the first impressions review, I mentioned a 34 km/l fuel efficiency which turned out to be inaccurate as the bike’s fuel gauge is hilarious. More on it later. I did a proper tank-to-tank range test and the actual fuel efficiency turned out to be between 26 km/l to 28 km/l. For a 196 kg motorcycle hitting 100 km/h in under 7 seconds, that might look impressive. However, these figures I mentioned are best-case scenarios and if you wring the throttle more often, this engine gulps down fuel at a faster rate.Royal Enfield New HimalayanIf I take my commute needs and try to fit the New Himalayan in it, I was not impressed with bike’s high running costs. The 90 km commute between my home and my farmhouse on the New Himalayan commanded Rs. 650 to Rs 700 worth of fuel for a round trip. If I shell Rs. 100 to Rs. 150 more, I can just take my car. My car might be around 5 seconds slower to 100 km/h than New Himalayan, but it has a 4-cylinder engine displacing 1.5L and lugging a 4.4m long SUV weighing 1.4 tonnes along with 5 occupants and their luggage.Ride, Handling & DynamicsIf there is one area where New Himalayan didn’t show me any negatives, it is the bike’s ride and handling dynamics. The unit I was given had its triple tree misaligned, despite never falling once. In this sense, handlebar is always tilted towards exhaust side, while going straight. Also, there were strong rattles from the triple clamp area on my unit too.Royal Enfield New HimalayanDespite that, the way New Himalayan handles Indian roads is its strongest flex point. Suspension setup is significantly overhauled when we bring Himalayan 411 into the equation. We have USD telescopic front forks, first ever on any single-cylinder Royal Enfield. They do a fantastic job of absorbing bumps and ondulations. I often found myself carrying more speed onto bad patches of road and trusting the suspension and large 21-inch front and 18-inch rear wheels to do their thing. Which they did beautifully. When riding with a pillion, potholes or cavities made their presence known, but nothing sinister.Chassis is beautifully engineered on the New Himalayan. There is good cornering clearance, although, New Himalayan is not a corner carver. Lending more grip and confidence is the 140-section rear tyre as opposed to 120-section on its predecessor. Steering is not very quick, especially with the large 21-inch front wheel. But it is par for the course and lends a sense of stability and security.Royal Enfield New Himalayan SeatRiding Experience1. City – Royal Enfield has lowered the kerb weight on New Himalayan when compared to Himalayan 411 by 3 kg. At 196 kg, New Himalayan is still not a light motorcycle in any sense of the world. Further dragging the city riding experience is a rather heavy clutch. Especially in large cities like Bengaluru, Pune, Mumbai and Delhi NCR, with slow-moving traffic, one would crave more lightness in both these regards. But weight and heavy clutch were present in Himalayan 411 too.What hindered city riding experience the most, was this Sherpa 450 engine on New Himalayan. This engine has little to no bottom-end tractibility, which is completely opposite to the torquey character on Himalayan 411. I have stalled this bike in 3rd gear, 2nd gear and even in 1st gear. One will get used to it eventually, but not having low-end performance is not a good thing. What is a good thing, though, is the liquid-cooling setup on this engine. Even in peak Bengaluru traffic, it got warm. Never uncomfortably hot, though.Royal Enfield New Himalayan Rear Rack2. Off-Roading – The same negatives that bothered me in the city, also bothered me while off-roading. These are heavy clutch, lack of low-end performance and bike’s rather heavy kerb weight. There was another negative that bothered me more, punctures. In North Karnataka, there’s Jaali plant in excess and occupies around 75% of non-forest and non-agricultural land. This plant has lethal thorns, especially when dry. Local people use Jaali plant as firewood and spread these lethal thorns while cutting and transporting this plant.Still, I did three different hill climbs on this motorcycle and I even blasted it across beaten paths on my red-soil and black-soil farms. Just like in the city, negatives kinda fade away when you increase the pace. On more technical off-road bits, New Himalayan gets slightly cumbersome. I turned on rear ABS when on my red soil farms as the terrain was filled with loose stones. I wanted to try water wading in a stream but was sceptical owing to the stubby exhaust positioned lower than in Himalayan 411.Royal Enfield New Himalayan 21-Inch Front Wheel3. Touring – This is New Himalayan’s biggest strength. The motorcycle yearns to be unleashed on the highways. There are ample provisions for you to mount your saddlebags, panniers, top box and even a tank bag. High-speed touring is very comfortable on this motorcycle, only if you opt for the optional touring seat accessory, that is. Engine heating is well controlled at higher speeds and straight-line stability is commendable. However, the big negative here is the vibrations that creep in between 95 km/h to 120 km/h.SwitchgearRoyal Enfield New Himalayan shares quite a bit of switchgear components from other RE bikes. The right side switchgear is fine and works as intended with a Mode button and hazard light button. I’m not a fan of left switchgear where Royal Enfield has integrated pass light into the main headlight dial. Where passer switch was located on older RE bikes, we have a Home button for Tripper Dash.New Himalayan Left SwitchgearNew Himalayan Right SwitchgearTo use a passer/flasher on New Himalayan, your left thumb has to be an Olympic gold medal-winning gymnast and is very hard to reach when you’re wearing full leather gloves like I do. Passer/flasher had a 7/10 successful hit rate too. Which is not as bad as the joystick used to navigate Tripper Dash. This joystick is very flimsy and doesn’t feel like a quality item. When you want to go up, down, left or right, there’s no issue with 9/10 click rates. But pressing this joystick to select, had around 2/10 click rates and it almost always registered right function over select (press).It was quite a shocker to me when I figured that New Himalayan doesn’t have self-cancelling turn indicators on an almost Rs. 4 lakh (OTR, Karnataka) motorcycle. Also, there is no beeping sound to the indicators and I often forgot to turn them off. On a touring machine, that’s not a good idea. Round ORVMs look nice. But they’re not very practical. Around 50% of the real-estate was occupied by my riding jacket and these ORVMs are prone to vibrations. When cruising at around 100 km/h where the vibrations creep in, left ORVM tends to fall and right ORVM tends to face the rider. Also, I have caught ORVMs yanking loose on bad patches of road or speed humps on video.New Himalayan ExhaustTripper DashWith New Himalayan, Royal Enfield is offering the Tripper Dash, a bright circular colour TFT display that supports smartphone connectivity, Google Maps integration and music controls. When I first received the motorcycle, Bluetooth connection was established, but navigation and music control never worked with both IOS and Android. There was a FOTA update rolled out for New Himalayan Tripper Dash on 21st February 2024 consisting of five software packets.Post this update, both navigation and music controls worked, albeit only occasionally. I often know where I am going. So, I didn’t use the navigation feature as much. There are two negatives why I would be hesitant to rely on this navigation feature. Firstly, navigation feature drains my phone’s battery as it needs Wifi, Bluetooth, mobile data, location and my screen to be turned on at all times. Yeah! If you’re thinking that using the Type-C charger to charge my phone on a holder would solve this issue. But now my phone is exposed to direct sun (40+° C in North Karnataka) and it heats up, force shutting Royal Enfield app and navigation will turn off regardless.Royal Enfield Himalayan 450 Tripper Dash UpdateSecondly, navigation feature doesn’t work all the time and randomly freezes when on the move. I used navigation feature once and it froze on the move and I caught it on video. If there were any turns and I had completely relied on the Tripper Dash’s navigation, I would have missed them all. Other than navigation, there are other features like dark/light mode based on ambient light, gear position indicator, detailed trip reports and other features that work flawlessly. What doesn’t work flawlessly, are the real-time fuel efficiency and DTE (Distance To Empty).Speaking of DTE, it is a good time to report about the hilarious fuel gauge. Initially, I thought Royal Enfield New Himalayan only showed more fuel than I was introducing it with. There is another behaviour where it doesn’t show any fuel on the meter, despite there being ample fuel inside. You never know if the gauge is showing more fuel than reality or less. Once, the meter was fully down and DTE was 0, the bike still covered 100 km with fuel to spare. You must have heard of range anxiety on an EV, I had range anxiety on this bike and carried a bottle of fuel in my bag, which is ridiculous in 2024 on a motorcycle that costs almost Rs. 4 lakh (OTR Karnataka).Himalayan 450 Tripper Dash Maps – When it doesn’t workLastly, we have to speak about the enthusiastic speedometer. One time, I was cruising at around 120 km/h and an esteemed gentleman on a 100cc Hero Splendor kept up with me for a long time, raising questions about whether the bike was really going at 120 km/h. I verified the variance in speedometer by matching it with my car’s cruise control. Then I took my GPS and accelerometer-equipped camera out and measured the variance. I don’t wanna quote numbers as they’re taken from consumer-grade electronics and not professional equipment, but there is variance. So, the 165 km/h top speed you might have seen on social media is likely to be way less than that in reality.ConclusionWe should not dwell on the negatives of Royal Enfield New Himalayan. To conclude this motorcycle, we have to take a few steps back and look at it from a broader perspective and we’ll realise that this is not a motorcycle at all. No. This is a statement. Royal Enfield is saying ‘Stand up, take notice, I’m making high-tech motorcycles now’. And what a statement this is! New Himalayan is a first-gen product and has a few niggles. But with some time, this platform is likely to be stronger than ever and will have fixed all or most of these niggles.Royal Enfield New HimalayanSure, we would like stronger lighting, a louder horn, self-cancelling turn indicators with sound alerts, cruise control as it has ride-by-wire throttle, reliable features and a hassle-free experience with a motorcycle that costs almost Rs. 4 lakh (OTR Karnataka). But we sure like the direction Royal Enfield is taking and are excited about the future products positioned on this new platform.Sherpa 450 Engine More
